Allison Transmission DDEC IV Service Manual

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DDEC IV APPLICAT

ION AND INSTALLATION MANUAL

5 DDEC FEATURES

Section Page

5.1 AIR COMPRESSOR CONTROL ............................................................. 5-3

5.2 ANTI-LOCK BRAKE SYSTEMS .............................................................. 5-9

5.3 CRUISE CONTROL ................................................................................ 5-13

5.4 CRUISE CONTROL FOR DRILLING/PUMPING APPLICATIONS WITH

OPTIONAL DUAL STATION CONTROL ................................................. 5-21

5.5 DIAGNOSTICS ........................................................................................ 5-23

5.6 EDM AND AIM ........................................................................................ 5-27

5.7 ELECTRONIC FIRE COMMANDER ....................................................... 5-31

5.8 ELECTRONIC SPEED SWITCH ............................................................. 5-35

5.9 ENGINE BRAKE CONTROLS ................................................................ 5-39

5.10 ENGINE PROTECTION .......................................................................... 5-45

5.11 ENGINE RATINGS .................................................................................. 5-57

5.12 ETHER START ........................................................................................ 5-61

5.13 EXTERNAL ENGINE SYNCHRONIZATION ........................................... 5-65

5.14 FAN CONTROL ....................................................................................... 5-69

5.15 FUEL ECONOMY INCENTIVE ............................................................... 5-83

5.16 GLOW PLUG CONTROLLER ................................................................. 5-85

5.17 HALF ENGINE IDLE ............................................................................... 5-89

5.18 IDLE SHUTDOWN TIMER AND VEHICLE POWER SHUTDOWN ........ 5-91

5.19 IRIS ......................................................................................................... 5-97

5.20 LOW GEAR TORQUE LIMITING ............................................................ 5-105

5.21 MAINTENANCE ALERT SYSTEM .......................................................... 5-107

5.22 MANAGEMENT INFORMATION PRODUCTS ........................................ 5-131

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5.23 MARINE CONTROLS ............................................................................. 5-175

5.24 OPTIMIZED IDLE .................................................................................... 5-179

5.25 OPTIMUM LOAD SIGNAL ...................................................................... 5-185

5.26 OVERALL GOVERNOR GAIN ................................................................ 5-187

5.27 PASSMART ............................................................................................. 5-189

5.28 PASSWORDS ......................................................................................... 5-193

5.29 PRESSURE SENSOR GOVERNOR ...................................................... 5-197

5.30 PROGRESSIVE SHIFT ........................................................................... 5-203

5.31 PULSE TO VOLTAGE MODULE ............................................................. 5-209

5.32 TACHOMETER DRIVE ............................................................................ 5-213

5.33 THROTTLE CONTROL/GOVERNORS ................................................... 5-215

5.34 TRANSMISSION INTERFACE ................................................................ 5-233

5.35 TRANSMISSION RETARDER ................................................................ 5-253

5.36 VEHICLE SPEED LIMITING ................................................................... 5-255

5.37 VEHICLE SPEED SENSOR ANTI-TAMPERING .................................... 5-257

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DDEC IV APPLICATION AND INSTALLATION MANUAL

5.1 AIR COMPRESSOR CONTROL

Air Compressor C ontrolis an optional DDEC feature that allows DDEC to regulate engine speed and load/unload a valve in order to maintain a requested compressor outlet air pressure for air compressor applications.

The DDEC A ir Compressor Control Feature is available with the following software releases:

DDEC III - Release 4.0 (only) DDEC IV - all software versions (Release 20.0 or later)

5.1.1 OPERATION

The ECM monitors the air outlet pressure while varying the engine speed and operating load/unload a valve. The valve will be opened or closed. The desired operating pressure may be varied by the operator, within limits preset by the OEM.

The ECM will activate the Air Compressor G overnor Controls when the digital input “Air Compressor Load Switch” is gr ounded. Engine speed is governed based on the actual air compressor outlet pressure versus the desired output pressure. The Air Compressor Pressure Sensor provides a pressure signal to the ECM.

The engine response to various pressure conditions is listed in Table 5-1.

Pressure Set Point

Current outlet pressure is below the pressure set point

Pressure in the system continues to increase and a threshold pressure is exceeded

Current outlet pressure is above the pressure set point

* The engine will continue to run at PTO maximumuntil the outlet pressure matches the sensor pressure. † DDEC will open and close the loading valve as a function of pressure with hysteresis. When the pressure

reaches a programmable limit above the pressure set point the DDEC digital output will be grounded. This output may be used to either open an air compressor vent or close the air inlet. Once the air pressure has dropped to a lower programmable limit, the digital output will be open circuited which will either close the vent

Engine speed increases as required up to PTO maximum speed*

The air compressor solenoid digital output is enabled† (opened)

Engine speed decreases as required down to the minimum PTO speed.

Result

Table 5-1 Engine Operation with Air Compressor Controls

Each horsepower rating has an associated pressure range. Horsepower ratings are defined at time of orde r entry. The minimum and maximum pressure setting for each of the horsepower curves is set with the DDDL/DDR, Vehicle Ele ctronic Programming System (VEPS), or DRS. The initial pressure set point is saved between ignition cycles.

Increase (Resume/Acceleration On)

Momentarily toggling and releasing the Increase Switch (grounding the "Resume/A

cceleration On" digital input) increases set point pressure by 4% of the pressure range. Holding the switch in the incr ease position (gr ounding the digital input), will increase the set point pressure at a rate of two increments per second. Releasing the switch sets the compressor controls to

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DDEC FEATURES

Decrease (Set/Coast On)

Momentarily toggling and re leasing the decrease switch decr eases set point pressure by 4% of the pressure range. See Figure 5-1. Holding the switch in the decrease position (grounding the digital input), will decrease the set point pressure at a rate of two increments per second. Releasing the switch sets the compressor controls to the lower setting.

Air Compressor Load Switch

Closing (grounding) the air compressor load switch digital input activates the air compressor control system. See Figure 5-1. Opening the air compressor load switch digital input deactivates the air compressor control system.

Air Compressor Solenoid

When the pressure reaches a programmable limit above the pressure set point the D DEC digital output will be grounded. This output may be use d to either open an air compressor vent or close the air inlet. Once the air pressure has dropped to a lower programmable limit, the digital output will be open circuited which will either close the vent or open the air inlet.

Air Compressor Shutdown

DDEC will respond to a proprietary immediate engine shut down message sent over the SAE J1587/J1708 data link by the Electronic Display Module (EDM). This feature requires both an EDM and an Auxiliary Information Module (AIM); refer to section 5.6 for addition information on EDM and AIM.

Multiple Pressure Ratings

The pressure ranges are linked to the engine ratings. A pressure range can be associated with each rating. The maximum number of engine ratings and pressure ranges is three. Choosing the rating, with the DDR/DDDL or rating switches will automatically select the associated pressure range. The proper 6N4D group with multiple 6N4M groups must be specified. For additional information, contact your DDC Applications Engineer.

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DDEC IV APPLICATION AND INSTALLATION MANUAL

5.1.2 INSTALLATION

See Figure 5-1 for the Air Compressor Control Harness.

Figure 5-1 Air Compressor Control Harness

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5.1.3 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

Air Compressor Controls must be specified at the time of engine order or added to the ECM calibration by Detroit Diesel Technical Service. An Application Code (6N4C) Group must be selected that is configured for Air Compressor Control at order entry or by contacting Detroit Diesel Technical Service.

The digital outputs and inputs listed in Table 5-2 are required for Air Compressor Controls and must be configured by order entry, VEPS, or the DRS.

Description Type Function Number

Set/Coast On (Decrease) Digital Input 20 Resume/Acceleration On

(Increase)

Air Compressor Load Switch Digital Input 35

Air Compressor Solenoid Digital Output 21

Table 5-2 Air Compressor Con trol Required Digital Inputs and Outputs

Digital Input 22

At order entry, the Application Code System (ACS) sets the default values for the parameters listed in Table 5-3. These parameters may be modified using either VEPS or DRS.

Parameter Description

Air Compressor Integral Gain Integral Gain 0-128 RPM/(PSI x SEC)

Air Compressor ProportionalGain Proportional Gain 0-128 RPM/PSI

Air Compressor Pressure

Increment

Percent Pressure Increment

Choice/Display

0-50% (of fuel scale pressure

range)

Table 5-3 Air Compressor Control Parameters

Multiple pressure ratings can be selected with the use of ra ting switches. The proper 6N4D groups with multiple 6N4M groups must be specified at engine order or by Detroit Diesel Technica l Service. The digital inputs listed in Table 5-4 are required.

Description Type Function Number

Rating Switch #1 Digital Input 12 Rating Switch #2 Digital Input 13

Table 5-4 Multiple Pressure Ratings Required Digital Inputs

The VSG maximum and minimum RPM can be set with VEPS, DRS, DDR or DDDL as listed in Table 5-5.

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DDEC IV APPLICATION AND INSTALLATION MANUAL

Parameter Description

VSG Minimum RPM Sets the VSG minimum speed. Idle to VSG, Maximum RPM VSG Maximum RPM Sets the VSG maximum speed. VSG Minimum RPM to (Rated Speed

Table 5-5 Variable Speed Gove

rnor Maximum and Minimum RPM

Choice/Display

+ LSG Droop)

The minimum and maximum pressure is set with the DDDL/DDR, DRS or VEPS as listed in Table 5-6. There is a minimum and maximum pressure setting for each of the horsepower cur v es.

Parameter Description Range

Indicates the delta value above the current air

LOAD PSI

UNLOAD PSI

MAX RAT#1 PSI

MIN RAT#1 PSI

MAX RAT #2 PSI

MIN RAT#2 PSI

MAX RAT#3 PSI

MIN RAT #3 PSI

pressureset point thatwill initiate theair compressor governor to reload the system.

Indicates the delta value above the current air pressureset point thatwill initiate theair compressor

nor to unload the system.

gover Indicates the maximum allowable air pressure set

point for engine rating #1 Indicates the minimum allowable air pressure set

point for engine rating #1. Indicates the maximum allowable air pressure set

point for engine rating #2. Indicates the minimum allowable air pressure set

point for engine rating #2. Indicates the maximum allowable air pressure set

point for engine rating #3. Indicates the minimum allowable air pressure set

point for engine rating #3.

0toUNLOADPSI

LOAD PSI to 31 PSI

MIN RAT#1 to 999 PSI

0toMAXRAT#1

MIN RAT#2 to 999 PSI

0toMAXRAT#2

MIN RAT#3 to 999 PSI

0toMAXRAT#3

Table 5-6 Air Compressor Parameters

5.1.4 INTERACTION WITH OTHER FEATURES

Air Compressor Control may not be used with Cruise Control or the Pressure Sensor Governor. A proprietary immediate engine shut down message for immediate air compressor shutdown is sent over the SAE J1587/J1708 data link by the EDM. This feature requires both an EDM and an AIM; refer to section 5.6 for addition information on EDM and AI M.

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DDEC IV APPLICATION AND INSTALLATION MANUAL

5.2 ANTI-LOCK BRAKE SYSTEMS

Anti-lock Brake Systems (ABS) are electronic systems that monitor and control wheel speed during braking. The systems are compatible with standard air brake systems. The system monitors wheel speed at all times, and controls bra k ing during emergency situations. Vehicle stability and control are impr oved by reducing wheel lock during braking.

5.2.1 OPERATION

The ECM transmits engine data via SAE J1587, SAE J1922, or SAE J1939. Anti-lock brake systems monitor data on one or more of these communication links. In the event that an excessive wheel spin is de tected, the ECM receives a message from the ABS requesting a 0% output torque limit. The message is transmitted on SAE J1922 or SAE J1939.

SAE J1922 and SAE J1939 both implement the same message set. The difference being hardware and performance. SAE J1922 transmits and rec eives data at 9.6 K baud while SAE J1939 transmits/receives data at 250 K baud. SAE J1939 has a much higher bit rate so messages reach their de stination very quickly nearly eliminating the latency found with SAE J1922.

SAE J1922 is enabled on all DDEC IV ECMs. SAE J1939 is enabled on a ll DDEC IV ECMs (Release 24.0 or later). ECMs prior to Release 24.0 must be configured if SAE J1939 is required.

See F igure 5-2 and Figure 5-3 for interface with Meritor/WABCO and Bosch respectively.

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DDEC FEATURES

Figure 5-2 Meritor/WABCO ABS/ATC Interface

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DDEC IV APPLICATION AND INSTALLATION MANUAL

Figure 5-3 Bosch ABS/ATC Interface

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DDEC IV APPLICATION AND INSTALLATION MANUAL

5.3 CRUISE CONTROL

Cruise Control is ava ilable with any DDEC engine. Cruise Control will operate in either Engine or Vehicle Speed Mode and maintain a targeted speed (M PH or RPM) by increasing or decreasing fueling. The targeted speed can be selected and adjusted with dash-mounted switches. Up to five digital inputs are required (four for automatic transmission) for Cruise Control operation and a digital output is optional (refer to section 4.1.1 for additional information on digital inputs). A Vehicle Speed Sensor (VSS) is required for Vehicle Speed Cruise Control.

5.3.1 OPERATION

There are two types of Cruise Control: Engine Speed Cruise Control and Vehicle Speed Cruise Control.

Engine Speed Cruise Control

Power is varied under Engine Speed Cruise Control to maintain constant engine speed. Vehicle speed will vary depending on powertrain components. Engine Speed Cruise Control does not need a VSS. Engine Speed Cruise Control cannot be used with automatic transmissions.

Vehicle Speed Cruise Control

Vehicle Speed Cruise is enabled when "Enable Cruise" and a Vehicle Speed Sensor (VSS) are installed. Engine speed and power are varied under Vehicle Speed Cruise Control to maintain the set vehicle speed. The maximum Cruise Control speed cannot exceed the programmed maximum Vehicle Speed Limit (when programmed). The vehicle speed must be above 20 MPH and the engine speed above 1,100 RPM (1,000 RPM for on-highway 1999 model year or later engines) to set Cruise Control.

This type of Cruise Control is required when either of the following conditions exists:

Vehicle Speed Limiting -- Vehicle Speed Cruise Control is mandatory if the vehicle speed limit is programmed and Cruise Control is desired. This will prevent the ECM from fueling the engine at speeds greater than the vehicle speed limit.

Automatic Transmissions -- Vehicle Speed Cruise Control must be selected if the vehicle is equipped with an automatic transmission. This will ensure proper transmission upshifts while in Cruise Control. Refer to the transmission manufacturer's manual for more information and see the Vehicle Interface Harness schematic.

Cruise c ontrol can be overridden at any time with the foot pedal if the vehicle is not operating at the programmed Vehicle speed Limit.

Smart Cruise

The Eaton®Smart Cruise™ system will send a "he art beat" message on the SAE J1939 Data Link. Manual C ruise Control and Smart Cruise will be disabled if the message is not received over the data link or the message indicates that there is a failure in Smart Cruise. To regain manual control, the driver must toggle the Cruise Master Switch twice within 10 seconds.

Eaton

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and Smart Cruise™ trademarks of the Eaton Corporation.

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DDEC FEATURES

This feature is available with Release 27.0 or later. Smart Cruise must be configured by VEPS (Release 27.0 or later), WinVeps (Release 2.0 or later) or the DRS. F or additional information on Smart Cruise, contact Eaton Corporation.

Cruise Enable

Cruise Control is enabled, but not active when the Cruise Control Enable digital input is switche d to battery ground.

Set / Coast On

Set: Cruise Speed is set by momentarily contacting the switch to the ON position

(switching the digital input to battery ground). Cruise Control will become active a nd maintain the engine or vehicle speed present at the time.

Coast: When Cruise Control is active, the Set/Coast input can

be used to reduce power and speed by toggling the switch. Momentarily toggling a nd releasing the Set/Coast switch will decrease the set point by 1 MPH increments for Vehicle Speed Cruise Control and 25 RPM increments

for Engine Speed Cruise Control. Holding the Set/Coast will decrease the set point by 1 MPH per second (Vehicle Spee d CC) or 25 RPM per seconds (Engine Speed CC). When released the Cruise Control set point will

be at the new speed.

Resume / Accel On

Resume: If Cruise Control has been disabled with the service brake or the clutch switch,

momentary contact to the ON position (switching the input to battery ground) restores the previously set cruise speed.

Accel: When Cruise Control is active, the Resume/Accel input c an be used to increase

power and speed by toggling the switch. Momentarily toggling and releasing the Resume/Accel switch will increase the set point by 1 MPH increments for Vehicle Speed Cruise Control and 25 RPM increments for Engine Speed Cruise Control. Holding the Resume/Accel will increase the set point by 1 MPH per second (Vehicle Speed CC) or 25 RPM per seconds (Engine Speed CC). When released the Cruise Control set point will be at the new speed.

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Clutch Released (Manual Transmissions)

This input indicates that the clutch is released and is used for suspending Cruise Control and Auto Resume.

When the clutch is released, the input is at battery ground. Cruise Control is suspended if the clutch is depressed once. If the clutch is depressed twice within three seconds, Cruise Control is automatically resumed.

NOTE:

When engine brake is configured and auto resume is enabled, the first time the clutch is depressed to suspend Cruise Control, the engine brakes will be delayed for three seconds.

The digital input logic for the Clutch Switch disables Cruise Control in the unlikely event of a broken clutch switch wire.

Service Brake Released (Automatic and Manual Transmissions)

This input indicates that the brake is released when switched to battery ground. If the bra ke is activated, then the input is not grounded and Cruise Control is suspended. Cruise Control is resumed by using the Resume/Accel Switch.

The input logic for the Brake Switch disables Cruise C ontrol in the unlikely event of a broken brake switch wire.

5.3.2 INSTALLATION

The following is a list of switches that are required for Cruise Control operation.

Cruise Enable Switch Brake Switch Clutch Switch -- optional for automatic transmissions Set/Coast Switch Resume/Accel Switch Cruise Active Light -- optional

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DDEC FEATURES

See Figure 5-4 for a diagram of the Cruise Control circuit.

Figure 5-4 Cruise Control Circuit

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5.3.3 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

To configure an engine f or Cruise Control, the digital inputs, output and VSS settings listed in Table 5-7 must be selected either with the Vehicle Electronic Programming System (VEPS), the DDEC Reprogramming System (DRS) or on engine order entry. The required and optional digital inputs and outputs are listed in Table 5-7.

Description Type Function Number

Service Brake Released Digital Input 17

Set/Coast Digital Input 20

Resume/Accel Digital Input 22

Cruise Control Enable Digital Input 23

Clutch Released

(required for manual transmissions)

Cruise Control Active Light

(optional for Cruise Control)

Table 5-7 Cruise Control Related Digital Input and Output Signals

Digital Input 18

Digital Output 11

AVeh

icle Speed Sensor must be configured for Vehicle Speed Cruise Control.

Refer to section 3.14.25, "Vehicle Speed Sensor," for additional inf ormation. If Eaton Smart Cruise is installed on the ve hicle, the feature as listed in Table 5-8 must be

abledbyVEPSorDRS.

Parameter Description

Adaptive Cruise Control

(Smart Cruise)

Enables or disables the Smart Cruise Control feature. YES, NO

Choice

Table 5-8 Smart Cruise Parameter

The Cruise Control parameters listed in Table 5-9 can be set by order entry, DDR, DDDL, the DRS, or VEPS.

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Parameter Description Range

CRUISE CONTROL

MIN CRUISE SPEED Sets the maximum cruise speed in MPH or KPH.

MAX CRUISE MPH or KPH Sets the maximum cruise speed in MPH or KPH.

AUTO RESUME

CRUISE SWITCH VSG

INITIAL VSG SET SPEED Sets the cruise switch VSG initial set speed.

RPM INCREMENT Sets the cruise switched VSG RPM increment. 1to255RPM

CRUISE/ENGINE BRAKE

FEATURE

CRUISE/ENGINE BRAKE

ACTIVATION SPEED

ENG BRAKE INCREMENT

MPH or KPH

MAX OVERSPEED LIMIT

MAX SPEED NO FUEL

Enables or disables the vehicle speed Cruise Control feature.

20 MPH to MAX

MIN CRUZ to Vehicle

Speed Limit or 127 mph

Enables or disables the automatic Cruise Control set speed resume feature.

Enables or disables the cruise switch VSG set speed feature.

VSG MIN RPM to

VSG MAX RPM

Enables or disables the feature that allows the engine brake to be used while on Cruise Control if the vehicle exceeds the cruise set speed.

Sets the additional speed before the engine brake is applied to slow down the vehicle. The engine brake is activated at low level unless the operator has turned off the engine brakes with the dash board switches.

Sets the additional incremental speed that must be reached before the engine brake will activate the medium and/or high level of retardation.

Sets the vehicle speed above which a diagnostic code will be logged if the driver fuels the engine andexceedsthislimit.Enteringa0willdisable this option.

Sets the vehicle speed above which a diagnostic code will be logged if the vehicle reaches this speed without fueling the engine. Entering a 0 will disable this option.

YES, NO

CRUZ SPD

if VSL = NO

YES, NO

0to10MPH

1to5MPH

0to127MPH

Table 5-9 Cruise Control Parameters

5.3.4 DIAGNOSTICS

Two faults (SID 216 FMI 14 and PID 86 FMI 14) will be logged simultaneously if Smart Cruise is enabled and the data is not being received, the received data is ba d or the Smart Cruise unit has been removed.

If these faults are received in addition to an SAE J1939 Data Link failure (SID 231 FMI 12) , then the problem is with the SAE J1939 Data Link itself.

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5.3.5 INTERACTION WITH OTHER FEATURES

The Cruise Control logic i s also used with the DDEC Pressure Sensor Governor in fire trucks. Both systems cannot be configured on the same engine. Refe r to section 5.29 for more information on the Pressure Sensor Governor. DDEC can be configured to allow the engine brakes to a ctivate during Cruise Control operation.

NOTE:

Cruise Control maximum speed cannot exceed the vehicle speed limit.

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5.4 CRUISE CONTROL FOR DRILLIN G/PUMPING APPLICATIONS WITH OPTIO NAL DUAL STATION CONTROL

Cruise control for drilling/pumping applications is an optional DDEC feature that allows the setting of a targeted engine speed and a easy return to the targeted speed from idle.

For example, petroleum mud pumps are used to supply fluid to a drilling bit when a well is being drilled. The operator will carefully adjust engine speed until he/she achieves the desired pumping rate. The optimum speed will vary from job to job. The operator will continue until a new section of drilling pipe must be added. At that point, the engine must be brought back to idle and the transmission or clutch disengaged while new pipe is threaded in place. The operator can then bring the engine back up to operating speed and continue the drilling and pumping operation.

5.4.1 OPERATION

This feature allows the operator to set an engine speed during the drilling and pumping process, drop to idle speed, and then return to the original speed. Returning to the original set speed is desirable since it has been carefully dialed in by the operator and is ideal for the particular job. The Engine Speed Cruise Control feature would work to provide the desired engine set speed for the pumping operation, but it is not configured to resume speed from engine idle.

This process operates as follows:

1. Start the engine, idle, and warm up.

2. Engage the ALT_MIN_VSG Switch - engine goes to ALT_MIN_VSG speed (e.g. 650 rpm).

3. Engage the Cruise Enable Switch.

4. Adjust the hand throttle to the desired speed, e.g. 1700 rpm.

5. Engage set/coast - sets speed to the desired speed, 1700 rpm.

6. Adjust the hand throttle back to idle position.

7. When the need to add pipe arises, engage the brake switch. The engine drops to 650 r pm.

8. When ready to continue, engage Resume/Accel and the spee d returns to 1700 rpm.

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5.4.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY

The hardware and software configuration include the proper 6N4C group for VSG engine governing such as 06N04C0720 a nd customer selectable parameters.

The customer selectable parameters settings are listed in Table 5-10.

Parameter Description

Cruise Control Enable Enables the engine speed cruise control feature. YES

Alternate Minimum VSG Sets the Alternate Minimum VSG speed

(set above the idle speed)

Setting

650 RPM

Table 5-10 Customer Selectable Parameters

The digital inputs listed in Table 5-11 must be programme d.

Description Type Function Number

Cruise Enable Digital Input 23

Set/Coast Digital Input 20 Resume/Accel Digital Input 22 Service Brake Digital Input 17

Alt Min VSG Digital Input 16

Table 5-11 Digital Inputs

5.4.3 DUAL STATION CONTROLS

This feature will also work with dual control stations. The operator has the capability of starting the engine at Station 1 mounted near the engine, follow the operation procedure above, and while at the desired operating speed, switch to throttle Station 2 and adjust engine speed remotely, if desired. The operator could then switch back to Station 1 when pipe was to be added.

For dual station controls, the digital inputs listed in Table 5-10 are required in addition to the digital inputs listed in Table 5-12.

Description Type Function Number

VSG Station Change Digital Input 33

VSG Station Change C omplement Digital Input 34

Table 5-12 Additional Dual Station Control Digital Inputs

For additional installation information on VSG Dual Station Controls, refer to section, 4.31 "Throttle Controls/Governors".

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DDEC IV APPLICATION AND INSTALLATION MANUAL

5.5 DIAGNOSTICS

Diagnostics is a standard feature of the DDEC system. The purpose of this feature is to provide information for problem identification and problem solving in the form of a code. The ECM continuously performs self diagnostic checks and monitors the other system components. Information for problem identification and problem solving is enhanced by the detection of faults, retention of fault codes and separation of active from inactive codes.

5.5.1 OPERATION

The e ngine-mounted ECM includes control logic to provide overall engine management. System diagnostic checks are made at ignition on and continue throughout all engine operating modes.

Sensors provide information to the ECM regarding various engine and vehicle performance characteristics. The information is used to regulate engine and vehicle per forma nce, provide diagnostic information, and activate the engine protection system.

Instrument panel warning lights (see Figure 5-5), the Check Engine Light (CEL) and the Stop Engine Light (SEL), warn the engine operator. The CEL is an amber light and the SEL is a red light.

Figure 5-5 Typical Diagnostic Request/SEO Switch and Warning Lights

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The C EL is illuminated and a code is stored if an electronic system fault occurs. This indicates the pr oblem should be diagnosed as soon as possible. The ECM illuminates the CEL and SEL and stores a malfunction code if a potentially engine damaging fault is detected. Th ese codes can be accessed in one of four ways:

Using the Diagnostic Data Reader (DDR) Flashing the CEL and SEL with the Diagnostic Request Switch (may be combined with

Stop Engine Override switch, see Figure 5-5) Using the Detroit Diesel Diagnostic Link™ (DDDL) PC software package By ProDriver®, Electronic Fire Commander™, Electronic Display Module (EDM), or

other display

There are two types of diagnostic codes:

An active code - a fault present at the time when checking for codes An inactive code - a fault which has previously occurred; inactive codes are logged into

the ECM and time stamped with the following information:

First occurrence of each diagnostic code in engine hours

Last occurrence of each diagnostic code in engine hours

Total time in seconds that the diagnostic code was active

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Diagnostic Request Switch

The Diagnostic Request Switch is used to activate the CEL/SEL to flash codes. Active codes are flashed on the SEL and inactive codes are flashed on the CEL (see Figure 5-6). Inactive c odes are flashed in numeric al order, a ctive codes are flashed in the order received, most recent to least recent. The Diagnostic Request Switch can also be used as the Stop Engine Override (SEO) Switch. The codes are flashed out of the ECM connected to the switch.

Figure 5-6 Flash Codes NOTE:

For multi-ECM installations, the Diagnostic Request Switch and SEO are combined on the master ECM. All receiver ECMs have a separate Diagnostic Request Switch.

The Diagnostic Request Switch is used to flash codes in the following circumstances:

The engine is not running a nd ignition is ON The engine is idling

In both circumstances, activating and holding the Diagnostic Request Switch will flash out the diagnostic codes.

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Diagnostic Request Switch/Stop Engine Override

If no separate Diagnostic Request Switch is configured, the SEO Switch serves as both a Diagnostic Request Sw itch and an SEO Switch.

The Diagnostic Request/Stop Engine Override Switch is used to flash codes in the following circumstances:

The engine is not running and ignition is on The engine is idling

In both circumstances, activating and releasing the switch will flash out the diagnostic codes; activating and releasing the switch a second time will stop the ECM from flashing the diagnostic codes. Codes will also cease flashing if the engine is no longer at idle. The codes are flashed out of the ECM connected to the switch.

NOTE:

For multi-ECM installations, the Diagnostic Request Switch and SEO Switch are combined on the master ECM. All receiver ECMs have a separate Diagnostic Request Switch.

5.5.2 DEFINITIONS AND ABBREVIATIONS

Parameter Identification Character (PID): A PID is a single byte character used in SAE J1587 messages to identify the data byte(s) that follow. PIDs in the range 0-127 identify single byte data, 128-191 identify double byte data, and 192-253 identify data of varying length.

Subsystem Identification Character (SID): A SID is a single byte cha racter used to identify field-repairable or replaceable subsystems for which failures can be detected or isolated. SIDs are used in conjunction with SAE standard diagnostic codes defined in SAE J1587 within PID 194.

Failure Mode Identifier (FMI): The FMI describes the type of failure detected in the subsystem and identified by the PID or SID. The FMI and either the PID or SID combine to form a given diagnostic code defined in SAE J1587 within PID 194.

Flashing Codes: Provides a two digit number (see Figure 5-6). This code may cover several specific faults. It is provided to advise the operator of the general severity of the fault so the operator can decide if engine operation can continue without damaging the engine.

Refer to Appendix A for a list of codes, the code number when flashed, the SAE J1587 number and a description of each code.

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5.6 EDM AND AIM

The Construction and Industrial Electronic Display Module (EDM) and Auxiliary Information Module (AIM) are the two components which comprise the Detroit Diesel Construction and Industrial Electronic Display system for engine and equipment parameters.

5.6.1 OPERATION

The EDM (see Figure 5-7) m ay be used alone to display engine parameters or in conjunction with the AIM to display additional equipment parameters. AIM cannot be used without the EDM.

Figure 5-7 Electronic Display Module

The EDM will display the following parameters at all times if the sensor is installed on the equipment:

Engine RPM Engine Coolant or Oil Temperature (Oil Temperature only when coolant temperature is unavailable from the ECM) Engine Oil Pressure ECM Battery Voltage or Auxiliary Current (Requires AIM) - (Battery Voltage display) Vehicle Speed or Auxiliary Pump Pressure or Engine Load Equipment Temperature or Pressure (Requires AIM) Equipment Temperature or Pressures (Requires AIM) or Engine Turbo Boost Pressure Fuel Level (Requires AIM)

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Check and Stop Indicators

The AI M (see Figure 5-8) is used in conjunction with the EDM to display additional equipment parameters.

Figure 5-8 Auxiliary Interfa

ce Module

5.6.2 INSTALLATION

For information on installing the Construction and Industrial EDM and AIM refer to the Construction & Industrial EDM and AIM Installation and Troubleshooting manual ( 7SA801).

5.6.3 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

Refer to Const (7SA801).

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5.6.4 INTERACTION WITH OTHER FEATURES

DDEC installations equipped with both the EDM and AIM may initiate engine shutdowns based on equipment parameters. The shutdown option include the standard 30 second shutdown as well as an option for an immediate engine shutdown.

5.6.5 DIAGNOSTICS

Refer to the Construction & Industrial EDM and AIM Installation and Troubleshooting manual (7SA801).

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5.7 ELECTRONIC FIRE COMMANDER

The Detroit Diesel Electronic Fire Commander™ (EFC) is designed to support DDEC III and DDEC IV engines in the fire fighting and emergency services market. I t combines the DDEC Pressure Sensor Governor (PSG), a system monitor, and a pump panel display for vital engine operating parameters into one co mpa ct, durable package (see Figure 5-9).

EFC replaces the PSG switches, as well as many pump panel gauges as it provides complete control and monitoring of both DDEC III and DDEC IV systems on the fire truck.

Figure 5-9 Electronic Fire Commander Pump Panel Display

RPM, Oil Pressure, Oil or Coolant Temperature, and ECM Voltage are displayed continuously in the Engine Data section of the EFC.

Messages and any known diagnostic code accompanying a Check Engine or Stop Engine condition will be displayed on the Information Center message display. The external alarm output will also be activated. The EFC displays the PSG status in the Information Center whenever the OEM interlocks are met. The r eal time of day will also be displayed. The EFC logs the time that the pump is engaged and that time can be displayed using the Information Center.

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5.7.1 OPERATION

The Electronic Fire Commander has two modes of operation:

RPM Mode (engine speed) Pressure Mode (water pump pressure, psi)

RPM M ode controls engine speed to a desired RPM and Pressure Mode controls engine speed to maintain a desired discharge manifold pressure.

The operating modes are selectable and may be change d by pr essing the MODE button providing the appropriate interlocks have been met. The engine will continue to run at the same speed when the mode switch is toggled between the RPM and Pressure modes.

The maximum pres et pressure for EFC is 200 psi.

5.7.2 INSTALLATION

The Electronic Fire Commander Harness schematic shows the minimum requirements for the PSG to operate (see Figure 5-10). Additional functions and interlocks may be used. Refer to the Electronic Fire Commander Installation and Troubleshooting manual (6SE476).

EFC may be powered from a 12/24 V supply.

5.7.3 ORDERING EFC

The hardware listed in Table 5-13 is needed for Pressure Governor installation with EFC. The 6N4C group must be specified at engine order entry or through Detroit Diesel Technical Service.

Component

Electronic Fire Commander 23519655

Pressure Sensor 23520795

Electronic Fire Commander Harness (see

Figure 5-10)

OEM Interlocks OEM Supplied

Table 5-13 Electronic Fire Commander and Pressure Sensor

Hardware available from the DDC Parts Distribution Center for installation of Electronic Fire Commander (EFC) is listed in Table 5-13 as a complete kit. The 6N4C group must be specified at engine order entry or through Detroit Diesel Technical Service.

Component

Electronic Fire Commander Kit

(contains Electronic Fire Commander and the pressure sensor)

Part Number

OEM Supplied

Part Number

23520139

Table 5-14 Electronic Fire Commander Kit

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Figure 5-10 Electronic Fire Commander Harness

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5.7.4 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

The digital inputs listed in Table 5-15 are required for use with EFC and can be configured at order entry, by VEPS, or DRS. Refer to section 4.1, "Digital Inputs," for additional information.

Description Function Number

Pressure/RPM Mode 8 523 H1

PSG Enable 24 543 G2

Resume/Accel On

(increase)

Set/Coast On (decrease) 20 541 J1

* DDC circuit numbers and port assignments shown are default settings but can differ from application

to application.

22 545 G3

Circuit Number*

VIH-to-ECM

Connector Assignment*

Table 5-15 Required Digital Inputs for E FC

The digital outputs required for use with EFC are listed in Table 5-16 and can be configured at order entry, by VEPS, or DRS. Refer to section 4.2, "Digital Outputs," for additional information.

Description Function Number

PSG Active 5 499

Cruise Active 11 565

* DDC circuit numbers and port assignments shown are default settings but can differ from application

to application.

Circu

it Number*

Conne

Pigtail off the Engine Sensor

ctor Assignment*

VIH-to-ECM Connector

avity F3

-C

Harness - Cavity Y3

Table 5-16 Required Digital Outputs for EFC

The correct 6N4C group must be specified at engine orde r entry or through Detroit Diesel Technical Service. More information is available in the manual Electronic Fire Commander Installation and Troubleshooting (6SE476).

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5.8 ELECTRONIC SPEED SWITCH

The Electronic Speed Switch (ESSE-2) is a two channel electronic speed switch typically used in generator set applications. Two channels can be used f or crank (starter motor) disconnect and overspeed protection, or for underspeed and overspeed warnings.

5.8.1 OPERATION

The switches on the cover of ESSE-2 are used for two conditions: no power and power applied with no signal present. When the engine reache s proper speed during cranking, Switch 1 will close causing the cranking motor to be disconnected. Switch 2 closes during an overspeed condition causing the engine to cease operation. by removing power from the fuel solenoid.

The setpoint for switch closing is determined by the two se tpoint potentiometers. There are four reset options available for resetting the speed switch: electrical latch, manual reset,

automatic reset and adjustable reset.

Electrical Latch

After the setpoint has been r eac hed, the switch will close and remain closed even if the input signal frequency has been lowered to 0 Hz. The only way to reset the unit is to remove power This switch is typically used for overspeed protection.

Manual Reset

The ESSE-2 is supplied with a reset button. The unit will be reset by pressing the reset button.

Automatic Reset

The switch automatically resets if the frequency of the input signal is lowered to 85 ± 5% of the setpoint. This switch is typically used for crank disconnect.

Adjustable (Automatic) Reset

The switch will automatically reset at the frequency determine d by the setting of the supplied reset potentiometer. The reset can be selected anywhere be tween 25% and 95% by adjusting the potentiometer.

5.8.2 INSTALLATION

Four mounting holes are provided on the ESSE-2 case. Mount the unit in a location where vibration effects are minimized. Two conductor shielded cable should be used to connect the signal source, Mini-Gen, mag pickup, to ESSE-2. Single conductor shielded cable is recommended for alternator or ignition signal sources. The shield should be connected to ground only at one end. The shield is connected to Terminal 2 for the Mini-Gen or mag pickup connection and to Terminal 5 for the alternator connection.

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Fuses or circuit br eakers should be c onnec ted in series with the load to protect ESSE-2. The fuse should be a 10 Amp slow blow. The circuit breaker should be rated at 10 Amps. If load currents in e xcess of 10 Amps are expected, interface relays should be used. See Figure 5-11.

Figure 5-11 Electronic Speed Switch Installation

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The pin definition for the connector, current, and wire gage are listed in Table 5-17.

Current

Under 5 Amps 1-2, 7-12 16 AWG

5 - 10 Amps 1-2, 7-12 14 AWG

Terminals

3-6 18 - 20 AWG

Wire Gauge

Table 5-17 Wire Gauge for ESSE-2

The electrical input voltage options for ESSE-2 are listed in Table 5-18.

Input Voltage

Option

Max. Operating

Current

Max. Standby

Current

Relay Contact

Ratings

Power Supply

Transient

Protection

Reverse Polarity

Protection

0.1 to 10 Amps - 28 VDC Resistive Load 0.1 to 4 Amps - 75 VDC Resistive Load

0.1 to 8 Amps - 28 VDC Inductive Load 0.1 to 3 Amps - 75 VDC Inductive Load 900 VDC for 100 microseconds

8-40VDC 40 - 80 VDC

At 40 V: 250 MA At 80 V: 115 MA At 24 V: 220 MA At 64 V: 100 MA At 12 V: 200 MA At 40 V: 50 MA

At 40 V: 70 MA At 80 V: 75 MA At 40 V: 45 MA At 64 V: 60 MA At 40 V: 30 MA At 40 V: 50 MA

900 VDC for 100 microseconds

Exponential Decay

140 VDC for 1 milliseconds

Exponential Decay

110 VDC for 0.45 seconds

Exponential Decay

1000 VDC 1000 VDC

Exponential Decay

140 VDC for 1 milliseconds

Exponential Decay

110 VDC for 0.45 seconds

Exponential Decay

Table 5-18 ESSE-2 Electrical Input Voltage O ptions

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5.9 ENGINE BRAKE CONTROLS

The Engine Brake option converts a power-producing diesel engine into a power-absorbing air compressor. This is accomplished by opening the cylinder exhaust valves near the top of the normal compression stroke and releasing the compressed cylinder charge to exhaust. The release of the compressed air to atmospheric pressure prevents the return of energy to the engine piston on the expansion stroke, the effect being a net energy loss. Fueling is cut off when this occurs.

5.9.1 OPERATION

A dash mounted On/Off Switch is used to enable the Engine Brake option. DDEC IV will directly control the engine brake solenoids using an intensity switch to select two, four or six cylinders to produce low, medium, or high braking power on a Series 60. For Series 71/92, the intensity switch is used to select left bank or left and right bank cylinders to produce low or high brak ing power for 6V and 8V engines. Inline 6-71 engines use an intensity switch to select the front three or all cylinders to produce low or high braking power. The engine brakes are engaged every time the f oot pedal is brought back to the idle position and Cruise Control is not active.

The following are six options for Engine Brake:

Cruise Control with Engine Brake Engine Brake Disable Engine Brake Active Engine Fan Braking Clutch Released Input Service Brake Control of Engine Brakes Min. MPH for Engine Brakes

Cruise Control with Engine Brake

The Engine Brake option can also provide Engine Brake capability when the vehicle is in Cruise Control. For example, if the vehicle is going down hill in Cruise Control while the engine brake is selected, the ECM will control the amount of Engine Brake with respect to the Cruise Control set speed. The level of Engine Brake (low, medium, high) selected with the dash switches will be the maximum amount of engine bra king the ECM allows. Cruise Control with Engine Brake can be set with DDDL/DDR, VEPS, and DRS.

Engine Brake Disable

The Engine Brake Disable option uses a digital input which is switched to ground whenever a vehicle system, such as a traction control device, does not allow engine braking to occur. This option is required for most automatic transmissions.

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Engine Brake Active

The Engine Brake Active option uses a digital output that can be used to drive an Engine Brake Active Light. This output is switched to battery ground whenever the engine brake is active.

Engine Fan Braking

The Engine Fan Bra k ing option turns on the cooling fan when the engine brake level is high and DDEC fan control is enabled. This creates about 20 to 40 hp additional engine braking power depending on the size of the cooling fan. This option is selected at the time of engine order or set by DDDL/DD R, VEPS or DRS. For additional information, refer to section 5.14, "Fan Controls."

Clutch Released Input

The C lutch Released digital input will prevent the engine brakes from being turned on when the clutch is pressed. This input is required for use with manual transmissions. Refer to section 4.1, "Digital Inputs," for additional information.

Service Brake Control of Engine Brakes

This option will allow the dash-mounted engine brake switch to be set to the ON position but not engage the engine brakes until the service brake pedal is pre ssed. A digital input must be programmed for service brake. Refer to section 4.1, Digital Inputs for additional information. VEPS, DDR/DDDL or DRS can set this function. This feature is available with Release 5.0 or later.

Min MPH for Engine Brakes

This option will disable the engine brakes until a minimum vehicle speed is re ached. This parameter can be configured by VE PS, DRS, or DDR/DDDL. A Vehicle Speed Sensor is required. Refer to section 3.14.25, "Vehicle Speed Sensor," for additional information.

5.9.2 INSTALLATION

See Figure 5-12 for a schematic of the internal engine brake for the DDEC III/IV ECM and see Figure 5-13 for a schematic of the internal engine brake for the DDE C III/IV ECM World Transmission interface.

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Figure 5-12 Internal Engine Brake for DDEC III/IV ECM

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Figure 5-13 Internal E ngine Brake for DDEC III/IV ECM World Trans Interface

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5.9.3 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

Engine Brake must be specified at the time of engine order or by contacting Detroit Diesel Technical Service. This enables the two digital outputs required.

The digital inputs listed in Table 5-19 must be configured by order entry, VEPS, DRS:

Description Function Number

Engine Brake Low 1

Engine Brake Medium 2

Engine Brake Disable

(required for most automatic transmissions)

Clutch Switch

(required for manual transmissions)

Table 5-19 Required Digital Inputs for Engine Brake Controls

The par ameters listed in Table 5-20 can be set by order entry, VEPS, DDDL/DDR or DRS for the Cruise C

ontrol Engine Brake option.

Parameter Description

CRUISE CONTROL ENGINE

BRAKE

CRUISE ENGINE BRAKE

ACTIVATION SPEED

ENGINE BRAKE INCREMENT

Enables or disables the feature that allows the engine brake to be used while on cruise control if the vehicle exceeds the cruise set speed.

Sets the delta speed that the engine brake should be applied to slow the vehicle while in cruise control.

Sets the additional incremental speedthat must be reached before the engine brake will activate the medium and/or high level of retardation.

Choice / Display

YES, NO

1to10MPH

1to5MPH

Table 5-20 Cruise Control Engine Brake Parameters

The optional digital output listed in Table 5-21 can be configured by order entry, VEPS or DRS. It can be used to drive an Engine Brake Active Light.

Description Type Function Number

Engine Brake Active Digital Output 16

Table 5-21 Optional Digital Output for Engine Brakes

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The Engine Fan Braking option as listed in Table 5-22 can be configured at the time of engine order, VEPS, DDR, DDDL or DRS.

Parameter Description

Provides additional engine braking by activating the DDEC controlled

DYNAMIC BRAKING

fan whenever the engine brakes areactiveinhigh. Thisfunction requires both DDEC engine brake controls and DDEC fan controls.

Choice/Display

YES, NO

Table 5-22 Optional Fan Braking for Engine Brakes

The para meter listed in Table 5-23 can be set by order entry, VEPS, DDDL/DDR or DRS for the Service Brake Control of the Engine Brakes option.

Parameter Description

SERVICE BRAKE ENABLE

When this function is enabled, an input from the service brake is required in order to activate the engine brake.

Choice / Display

YES, NO

Table 5-23 Service Brake Control of Engine Brakes Parameter

The parameter listed in Table 5-24 can be configured by order entry, VEPS, DDR, and DDDL for the Minimum Vehicle Speed for engine braking to occur.

Parameter Description

ENGINE BRAKE MIN MPH

The minimum vehicle speed required before engine braking will occur.

Choice/Display

0-40 MPH

Table 5-24 Minimum MPH for Engine Brakes Option

5.9.4 INTERACTION WITH OTHER FEATURES

DDEC will respond to requests from other vehicle systems via SAE J1939 data link or SAE J1922 data link to disable the engine brakes.

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5.10 ENGINE PROTECTION

The DDEC engine protection system monitors all engine sensors and electronic components, and recognizes s ystem malfunctions. If a critical fault is detected, the Check Engine Light (CEL) and Stop Engine Light (SEL) illuminate. The malfunction codes are logged into the ECM's m e mory.

The standard parameters which are monitored for engine protection are:

Low coolant level High coolant temperature Low oil pressure High oil temperature

The additional parameters for Series 4000 and Series 2000 which are monitored for engine protection are:

Low coolant pressure High crankcase pressure High intercooler temperature Low intercooler coolant pressure Auxiliary digital input(s)

5.10.1 OPERATION

Engine protection is a vital part of ECM programming and software. The ECM monitors coolant level, various pressures and temperatures, and compares these parameters against the allowable limits to de term ine when a critical fault is reached. The CEL is illuminated and a code logged if there is an electronic system fault. This indicates the problem should be diagnosed as soon as possible. The ECM illuminates the CEL and SEL and stores a malfunction code if a potentially engine damaging fault is detected. Once a critical fault is reached, the CEL and SEL are illuminated a nd a 30 second timer starts a countdown to the desired level of protection. Temperature and pressure limits are established in the engine's calibration and may differ slightly from one engine model to another.

Engine protection consists of different protection levels:

Warning Only Rampdown Shutdown

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Warning Only

The CEL and S EL will illuminate if a fault is detected. There is no power and/or speed reduction when "Warning Only" is selected. The resulting engine protection is at the discretion of the engine operator.

NOTE:

The operator has the responsibility to take action to avoid engine damage.

Some applications require two sets of warning lights for different control stations. The wiring for two sets of lights is in Chapter 3, refer to section 3.16.4.

NOTE:

A diagnostic switch is not required but applications using one, must have a separate diagnostic switch for each ECM on the engine.

The Diagnostic Request switch is used to activate the CEL and SEL to flash codes.

Rampdown

The CELand SEL will illuminate if a fault is detected. The ECM reduces torque and/or speed over a 30 second period after the SEL illuminates. The initial torque/speed, which is used for reduction, is the operating torque or speed prior to the SEL fault condition. See Figure 5-14.

Figure 5-14 Rampdown

A Stop Engine Override (SEO)/Diagnostic Request switch is required when this engine protection option is selected. The SEO options are available to prevent engine shutdown at the operator's discretion.

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Shutdown

This option operates in the same manner a s rampdown, exc ept the engine shuts down 30 seconds after the SEL is illuminated ( see Figure 5-15). (The initial torque and/or speed which is used f or reduction, is the torque and/or speed w hich occurred immediately prior to the fault condition.) The Stop Engine Override options are available to preventengine shutdown atthe operator's discretion.

Figure 5-15 Engine Shutdown

A SEO/Diagnostic Request Switch is required when this engine protection option is selected. Refer to section 5.10.3. The SEO options are available to prevent engine shutdown at the operator's discretion.

5.10.2 ENGINE OVERTEMPERATURE PROTECTION

Engine Overtemperature Protection (EOP) is additional logic programmed into the ECM and used in conjunction with standard temperature protection. When EOP is part of the engine calibration, engine torque and/or speed is reduced as a function of temperature. The CEL illuminates and a fault code is logged when the EOP calibrated temperature is reached. If the temperature does not decrease as torque/speed is reduced, the SEL will illuminate when a still higher temperature is reached.

The subsequent action taken by the ECM depends on customer selection of one of the following:

Warning only (see Figure 5-16) 30 second rampdown (see Figure 5-17) Shutdown (see Figure 5-18)

Torque reduction is based on the average torque/speed in use prior to the fault condition.

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Figure 5-16 Engine Overtemperature Protection and Warning Only

EOP can be disabled when

Warning Only is selected for engine protection (Rel ease 22.00 or later

only). This feature is based on the engine series as listed in Table 5-25.

Engine Series Enabled/Disabled

Series 50, Series 60 Will not be disabled with Warning Only

Series 71, Series 92, Series 149 Will not be disabled with W arning Only

Series 2000 Will not be disabled with W arning Only Series 4000 Will be disabled with Warning Only

Table 5-25 Warning Only Disabled

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Figure 5-17 Engine Overtemperature Protection and Rampdown

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Figure 5-18 Engine Overtemperature Protection and Shutdown

Some 1999 Model Year Ser

ies 60 engines and later (DDEC Release 26.0 or later) h ave additional logic to start the ove rtemperature torque reduction logic earlier without alerting the driver. Engine torque and/or speed is reduced as a function of temperature. A code will be logged and torque reduction

will begin when the first EOP calibrated temperature is reached. The CEL will illuminate and a fault code is logged when the second higher temperature limit is reached. If the temperature does not reduce as torque/speed is reduced, the SEL will illuminate when a still higher te

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The subsequent action taken by the ECM is the 30 second rampdown (see Figure 5-19) or shutdown (see Figure 5-20) depending on the customer selection. Torque reduction is based on the average torque/speed in use pr ior to the fault condition.

Figure 5-19 Series 60 1999 Mode

l Year Engine Overtemperature Protection

and Rampdown

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Figure 5-20 Series 60 1999 Model Year Engine Overtemperature Protection

and Shutdown

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5.10.3 ENGINE PROTECTION SWITCHES

The SEO/Diagnostic Request switch can be combined. A separate Diagnostic Request switch is an option.

NOTE:

EOP is active even if engine protection is configured for Warning only for the Series 60, Series 50, and Series 2000 engines.

Diagnostic Request Switch

The Diagnostic Request switch is used to activate the CEL and SEL to flash codes (see Figure 5-21). The SEL will flash the active codes and the CEL will flash the inactive codes. Refertosection4.1.3.

Figure 5-21 Typical SEO Switch, Diagnostic Request Switch and Warning

Lights

The Diagnostic Request switch is used to flash codes when:

The engine is not running and ignition is on The engine is idling and not in an "engine protection" condition

Activating and releasing the switch will flash out the diagnostic codes for either condition. Activating and releasing the switch a second time will stop the ECM from flashing the diagnostic codes. Codes will also cease flashing if the engine is no longer at idle.

The codes are flashed out of the ECM c onnected to the switch. For multi-ECM installations, the Diagnostic Request Switch and SEO switchare combined on the master ECM. All receiver ECMs use a separate Diagnostic Request Switch.

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5.10.4 STOP ENGINE OVERRIDE OPTIONS

Two types of stop engine overrides are available, Momentary Override and Continuous Override. Continuous Override has two options. These types are dependent upon spec ific engine applications. The ECM will record the num ber of times the override is activated after a fault occurs.

Momentary Override - An SEO switch is used to over ride the shutdown sequence . This override resets the 30 second shutdown timer, restoring power to the level when the SEL was illuminated. The switch must be recycled a fter five sec onds to obtain a subsequent override. See Figure 5-22.

NOTE:

The operator has the responsibility to take action to avoid engine damage.

Figure 5-22 Engine Overtemperature Protection and Shutdown Protection with

Stop Engine Override

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Continuous Override, Option 2- This option is used when the vehicle needs full power during a shutdown sequence . Full torque capability is maintained as long as the override switch is pressed. This is intended for Coach applications only.

Continuous Override, Option 2- This option is used for a one time continuous override of the shutdown sequence. This is primarily used in construction and industrial applications. The engine protection system is disabled until the ignition key is cycled. See Figure 5-23.

Figure 5-23 Engine Overtempe

rature Protection and Shutdown Protection with

Continuous Override, Option 1

5.10.5 INSTALLATION

Some a pplication require two sets of warning lights (CEL and SEL) at different control stations (refer to sect

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5.10.6 PROGRAMMING FLEXIBILITY

All E CM s are programmed with pressure, temperature, and level protection limits. The level of protection can be any of the three engine protection features (Warning, Rampdown, or Shutdown) for each parameter monitored by the ECM. These can be set at time of order entry or with any of the available service tools, VEPS, DRS, DDR, or DDDL.

The DDEC engine protec tion system monitors all engine sensors and electronic components, and recognizes system malfunctions. The choices listed in Table 5-26 are available for reprogramming Engine Protection.

Parameter

RECEIVER 1 OIL

TEMPERATURE

OIL PRESSURE

CRANKCASE PRESSURE

COOLANT PRESSURE

RECEIVER 1 COOLANT

PRESSURE

OIL LEVEL

COOLANT LEVEL

AUXILIARY SHUTDOWN #1

RECEIVER 1 AUXILIARY

SHUTDOWN #1

AUXILIARY SHUTDOWN #2

Definition

Determines the type of engine protection with high oil temperature on the Receiver ECM #1

Determines the type of engine protection with low oil pressure. N/A will be displayed if the sensor is not present.

Determines the type of engine protection with high crankcase pressure. N/A will be displayed if the sensor is not present.

Determines the type of engine protection coolant pressure. N/A will be displayed if the sensor is not present.

Determines the type of engine protection with low coolant pressure on the Receiver EC M #1

Determines the type of engine protection with low oil level. N/A will be displayed if the sensor is not present.

Determines the type of engine protection with low coolant level. N/A will be displayed if the sensor is not present.

Determinesthetypeofengineprotectionwith an active auxiliary switch #1 input. N/A will be displayed if auxiliary switch #1 has not been configured as a switch input.

Determines the type of engine protection with an active auxiliary switch #1 INPUT on the Receiver ECM #1

Determinesthetypeofengineprotectionwith an active auxiliary switch #2 input. N/A will be displayed if auxiliary switch #2 has not been configured as a switch input.

with low

Range

N/A; WARN,

RAMP,SHTDWN

N/A; WARN,

RAMP,SHTDWN

N/A; WARN,

RAMP,SHTDWN

N/A; WARN,

RAMP,SHTDWN

N/A; WARN,

RAMP,SHTDWN

N/A; WARN,

RAMP,SHTDWN

N/A; WARN,

RAMP,SHTDWN

N/A; WARN,

RAMP,SHTDWN

N/A; WARN,

RAMP,SHTDWN

N/A; WARN,

RAMP,SHTDWN

Table 5-26 Engine Protection

5.10.7 INTERACTION WITH OTHER FEATURES

Cruise Control operation, Optimized Idle, and PSG are disabled when the SEL is illum inated. For Applications with LSG and VSG, the governor will revert to the primary governor when Engine Protection is enabled.

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5.11 ENGINE RATINGS

Engine ratings are designated by horsepower rating and engine speed. For on-highway applications, three independent engine ratings and an additional dependent rating (cruise power) are provided. For construction and industrial applications, up to three independent ratings are provided. Although multiple ratings are stored in the ECM, only one rating is in operation at any time.

5.11.1 OPERATION

The engine rating may be selected with the DDR, DDDL or OEM supplied rating switches. Detroit Diesel's method of designating engine ratings is listed in Table 5-27.

Example #1 Example #2

430 bhp @ 2100 RPM Rating #0 470 bhp @ 2100 RPM Rating #0 400 bhp @ 2100 RPM Rating #1 470 bhp @ 1800 RPM Rating #1 370 bhp @ 2100 RPM Rating #2 430 bhp @ 1800 RPM Rating #2

370/430 bhp @ 2100 RPM Rating #3 430/370 bhp @ 1800 RPM Rating #3

Table 5-27 Examples of Engine Ratings

Detroit Diesel can provide additional security to prevent the ECM rating selection from being modified with the DDR or DDDL. The additional security is not available with the use of rating switches. The Maximum Rating Security or the Rating Password (if configured) will protect DDEC III/IV engine ratings.

Engine Rating Switches

Engine rating switches may be used to select any of the individual ratings (maximum of thre e) and the dependent rating. Engine rating switches are only offered on sele ct horsepower group ratings. The rating switches must be used in conjunction with up to two digital inputs, Rating Switch #1 and Rating Switch #2.

Rating Switch #1 selects between Engine Rating #0 a nd Engine Rating #1 when used without Rating Switch #2 as listed in Table 5-28.

Rating

Engine Rating #0 OFF Engine Rating #1 ON

Table 5-28 Rating Selections with One Rating Switch

Switch #1 Position

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Rating Switch #2, in conjunction with Rating Switch #1, is used to select any of the four engine ratings (three independent and one dependent) as listed in Table 5-29.

Rating

Engine Rating #0 OFF OFF Engine Rating #1 ON OFF Engine Rating #2 OFF ON Engine Rating #3 ON ON

Switch #1 Switch #2

Table 5-29 Rating Selections with Two Rating Switches

Cruise Power

Cruise Power is an optional engine rating which operates on a higher horsepower curve during Cruise Control operation. T he ECM provides the higher horsepower when Cruise Control is ON and not being overridden with the foot pedal. The additional power provides an incentive for the driver to operate in Cruise Control.

Limiting Torque Curve Option (Digital Torque Limiting)

The Limiting Torque Curve option provides the ability to operate the engine on a reduced torque curve when the appropriate digital input is enabled. Limiting torque curve tables are generated by Applications Engineering and can either be selected at the time of engine or der or selected after engine order by DDC Technica l Service.

The Limiting Torque Curve option use is shown in the following examples:

Articulated Coach - The Limiting Torque Curve option is used to limit torque in an extreme articulated condition, which could occur dur ing reverse operation.

Transmission - The Limiting Torque Curve option provides a customized reduced torque curve during conditions which would otherwise exceed the maximum allowable torque limit set by the transmission manufacturer.

Locomotive - The Limiting Torque Curve option provides a reduced torque to reduce wheel slip at low vehicle speed.

The following must be considered when using the Limiting Torque Curve option:

The DDEC system cannot detect or display a malfunction of the digital input wiring. Limiting vehicle speed is best accomplished by utilizing DDEC's Vehicle Speed Limiting

feature. Refer to section 5.36. The % Load display on the DDR / DDDL is a function of the main rating torque curve.

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5.11.2 INSTALLATION

The rating switches must be used in conjunction with up to two digital inputs, Rating Switch #1 and Rating Switch #2. Refer to section 4.1, "Digital Inputs," for additional information.

See Figure 5-24 for an installation using one rating switch.

Figure 5-24 Simple Engine Rating Switch

See Figure 5-25 for an installation using two rating switches.

Figure 5-25 Rotary Switch for Multiple Engine Ratings

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5.11.3 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

The Max imum Rating Security to protect DDEC III/IV engine rating must be enabled at the time of e ngine order. Maximum Rating Security locks out all other ratings and will only operate on the rating selected at order entry. The DDR or DDDL cannot change a rating selection if the rating is maximum security protected.

The Rating Password is a four digit alphanumeric password that may be set at the time of engine order, by the DDR, DDDL, or VEPS. This offers additional protection above and beyond the standard DDR, DDDL password protection.

Rating Switches

The Rating Switches option and the digital inputs listed in Table 5-30 must be configured by order entry, VEPS, or D RS.

Description Type

Rating Switch #1 Digital Input 12 Rating Switch #2 Digital Input 13

Function #

Table 5-30 Rating Switches Digital Input Requirements

Cruise Power

Cruise Power may be selected at the time of engine order, by VEPS, DDR, DDDL or using the engine rating switches.

Limiting Torque Option

Limiting Torque Curves must be selected at the time of engine o rder or selected after engine order by Technical Service.

The digital input listed in Table 5-31 must be configured by order entry, VEPS, or DRS.

Description Type Function Number

Limiting Torque Curve Digital Input 14

Table 5-31 Limiting Torque Curve Option Digital Input Requirements

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5.12 ETHER STA RT

The DDEC Ether Start™ System is a fully-automatic engine starting fluid system used to assist a Series 50, Series 60 or Series 2000 diesel engine in cold starting conditions. The amount of ether is properly controlled to optimize the starting process and prevent engine damage. DDEC will control ether injection using standard sensors to control the ether injection hardware.

5.12.1 OPERATION

Ether Start will occur in two mode s, preload (before cranking) and block load (during and after cranking). The mode and duration of injection is determined by DDEC based on engine speed and coolant, air and oil tempe ra tures. Since excessive preloading could be harmful to engine components, D DEC will not allow multiple preloads. The engine speed must exceed 1500 RPM to reset the preload.

The system is composed of the DDEC ECM, Ether Injection Relay Module, ether canister, Dieselmatic valve, injection nozzle, metering orifice, nylon tubing, harness and miscellaneous hardware (see Figure 5-26).

Figure 5-26 DDEC Ether Start System

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It will be necessary to configure a DDEC digital output to control the relay module. Battery power and ground must also be supplied to the module.

To avoid injury from flames, explosion, and toxicants when using ether, the following precautions must be taken:

Do not smoke when servicing ether system. Work in well-ventilated area. Do not work near open flames, pilot flames (gas or oil

heaters), or sparks. Do not weld or carry an open flame near the ether

system if you smell ether or otherwise suspect a leak. Always wear goggles when testing. If fluid enters the eyes or if fumes irritate the eyes, wash

eyes with large quantities o f clean water for 15 minutes. A physician, preferably an eye specialist, should be contacted.

Contents of cylinder are under pressure. Store cylinders in a cool dry area. Do not incinerate, puncture or attempt to remove cores from cylinders.

The relay module performs a number of important functions. The module will not allow ether injection unless it receives a signal from DDEC, it will prevent ether injection in the event of a faulty signal, and itwill illuminate a light on the module when the ether canister is 90% consumed.

If the digital output remains grounded for longer than a factory set time, the relay module will cause an inline fuse to blow to prevent e xcessive ether from being injected into the cylinders. If the output is shorted to ground, a code will be logged by DDEC and the CEL will be illuminated. The system does not operate without the fuse in place . The cause of the digital output short must be fixed before replacing the fuse.

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5.12.2 INSTALLATION

The injector nozzle is installed in the intake manifold (see Figure 5-27).

Figure 5-27 Series 60 Intake Manifold - Injector N ozzle Location

A red dot indicates the direction of spray, which should be pointed against the airflow. The cylinder assem bly should be mounted vertically in an accessible location away from extreme heat such as the exhaust system a nd protected from road dirt, ice and snow. If protected, i t can be mounted in the engine compartment on the firewall, frame or any other convenient location. The Ether Injection Relay (EIR) should be located near the valve and cylinder assembly.

The DDEC Ether Start system requires a harness (see Figure 5-28) to supply battery pow er, receive a signal from DDEC and control the ether injection valve. A fuse is required on the battery input (15 amp for 12 V systems, 10 amps for 24 V systems). Circuit breakers cannot be used.

For complete information on installing Ether Start and other details of the Ether Start system, refer to the DDEC Ether Start Installation Manual (7SA0727).

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Figure 5-28 DDC Ether Start Harness

Programming Requirements and Flexibility

To configure an engine for Ether Injection, digital output function # 24 must be selected with VEPS, DRS, or on order entry. This feature does not have any reprogrammable parameters.

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5.13 EXTERNAL ENGINE SYNCHRONIZATION

External Engine Synchronization (EES) provides a method of synchronizing the engine RPM of two or more engines using a frequency signal generated by an external vehicle controller or the tach drive output of another engine.

5.13.1 OPERATION

ESS is configured in an Application Code (6N4C group). To use EES, the ECM must be programmed with the same Application Code (6N4C group). The engine must be running and the digital input “Engine Synchronization” (function # 10) must be configured and enabled. When in EES m ode, the external engine synchronization RPM is limited to the PTO maximum RPM.

Engines opera ting in ESS mode must be operating with 100 RPM of each other to exit ESS. If the engine speed differential between the follower and master engines is greater than 100 RPM, the follower engine will not exit ESS.

However, it is possible to disable the engine synchronization input (function # 10) and remain in ESS until the engine speed differential is less than 100 RPM.

5.13.2 INSTALLATION

See Figure 5-29 for a schema tic for wiring engines for EES.

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Figure 5-

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External

Engine Synchronization Schematic

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The tach output from the controlling engine's ECM is wired to the VSS input or the ATI port on the follower engine's ECM. Both ECMs can be programmed as followers to provide flexibility. Be sure to only have one engine follow at a time by having one of the digital inputs open.

Establish a switchable ground to the digital input “External Engine Sync.” Connect the tach output (wire #555) to the VSS (+) input (wire #556) or the ATI port (wire #973) between the two ECMs. Now you can ground one of the assigned digital input wires through the switch and that engine will become the follower to the other. Avoid the possibility of having both switches closed at the same time otherwise you won't have proper control of the master RPM.

5.13.3 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

Engine Sync must be specified at the time of engine order with the correct Application Code (6N4C group) that enables this feature. For existing units in the field, contact Detroit Diesel Technical Service.

The digital input listed in Table 5-32 must be configured by order entry, VEPS, or the D RS.

Description Function Number

External Engine Synchronization Enable 10

Table 5-32

The Vehicle Speed S ensor parameters listed in Table 5-33 can be progra mmed with the DDR, DDDL, VEPS, DRS, or on order entry.

Parameter

VSS ENABLED YES

VSS SIGNAL VSS TEETH SWITCHED

Choice/Display

Appropriate Pulses/rev

Table 5-33 Vehicle Speed Sensor Parameters

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5.14 FA N CONTROL

The purpose of the Fan Control feature is to electronically control engine cooling fan activation and to provide a load for vehicle re tardation, when require d. DDEC Fan Controls are designed to optimally control the engine cooling fan(s) based on engine cooling re quireme nts. Fan Controls are designed to use other system inputs such as A/C pressure switches, transmission retarder status, and operator requested fan operation. Transmission Retarder Status may be received via the Transmission Reta rder Digital Input or on demand by a data link.

NOTE:

Fan Controls are required for some on-highway truck and on-highway bus applications.

5.14.1 OPERATION

The DDEC IV ECM continuously monitors and compares the coolant, oil, and air temperature, engine torque, engine operation mode, and various optional inputs to calibrated levels stored within the ECM. These limits are factory configured based on application.

When these temperature levels exceed the preset fan ON temperature value, the ECM will enable the f an control digital output(s) that activate the fan. The fan will remain on, cooling the engine with the increased air flow until the temperature levels re ach the preset fan OFF temperature. At this point, the ECM will switch fan control to battery ground, which will deactivate the fan, effectively ma intaining the coolant temperature between the two preset levels.

DDEC IV provides fan control for four different fan configurations:

Single fan (ref er to section 5.14.3, page 5-70) Dual fans (refer to section 5.14.4, page 5-75) Two-speed fan (refer to section 5.14.5, page 5-76) Variable speed single fan (PWM) (refer to sec tion 5.14.6, page 5-80)

In accordance with the proposed Truck Maintenance Council (TMC) Standard, the minimum fan-on time for on-highway applications is 30 seconds.

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5.14.2 INSTALLATION

This section provides a schematic of the specific connection from the ECM to the fan. See Figure 5-30 and Figure 5-31 for the input and outputs used for fan control.

Figure 5-30 Fan Control Inputs with Two Digital Outputs

Figure 5-31 Fan Control Inputs with PWM Output for Variable Speed Fan

Control

Compatible fans may be obtained from severa l vendors.

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5.14.3 SINGLE FAN

The single-fan control uses one digital output to drive a single-speed fan. The digital output is called Fan Control #1. Fan Control #1 is deactivated to turn the fan OFF. The fan remains ON for 30 seconds when turned ON. The fan output will not be enabled until five seconds after the engine has started.

NOTE:

Digital output circuits are designed to sink no more than 1.5 A (DC) current.

Fan Control #1 is enabled (opened) when at least one of the following conditions occur:

Oil or coolant temperature above DDC factory set levels Air temperature and engine torque above DDC factory set levels Air c onditioner is active (OEM supplied A/C switch is opened), the fan remains ON for

three minutes (the de fault) after the switch is grounded if vehicle speed is less than 20 MPH Oil, coolant, or air temperature sensor fails Fan engine brake enabled and engine brake is active at high level for a minimum of five

seconds and air temperature is above factory set levels Transmission retarder is active and coolant temperature above DDC factory set level

(Release 2.00 or later only) Fan Control Override Switch is enabled Pressure Sensor Governor is active

NOTE:

If either the A/C or transmission retarder inactive digital input is configured, the input must be grounded to prevent continuous fan operation.

The digital inputs and outputs for a single fan are listed in Table 5-34.

Fan

State

On Open Grounded Open NotinHighMode Engine Temperature Sensors Off Grounded Grounded Open NotinHighMode Engine Temperature Sensors On Open Open On Open

On Open Don't Care Don't Care High Mode

On Open Don't Care Don't Care NotinHighMode

Fan Control

Output 1

A/C Input

Don't Care

Override

Input

Don't Care

Grounded NotinHighMode OEM Override Switch

Jake Brake

Status

NotinHighMode OEM A/C Switch

Primary Control

JakeBrakeinHighModeand

Air Temperature Above Limit

Transmission Retarder Active

and Coolant Temperature

Above Limit

Table 5-34 Single Fan Digital Inputs and Outputs

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Installation

See Figure 5-32 for the specific connection from the ECM to the fan.

Figure 5-32 Fan Control Inputs and Outputs Electro Magnetic Single-Speed

Digital Fans (Linn

ig)

For additional information, contact the fan vendor :

Linnig Corp.

P.O. Box 2002 Tucker, GA 30084 Phone: (770) 414–949

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See Figure 5-33 for the specific connection from the ECM to the fan.

Figure 5-33 Fan Control Inputs and Outpu ts Index Control Module

For additional information, contact the fan vendor:

Index Sensors and Cont rols, Inc.

12335 134th Court NE Redmond, WA 98052 Phone: 1-800-726- 1737 Fax: 425- 821-4112

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See F igure 5-34 for the specific connection from the ECM to the control module.

Figure 5-34 Fan Control Inputs - Normally Closed Air Solenoid Single-Speed

Fan (Kysor, Bendix, and Horton)

For additional info

rmation, contact the fan vendors:

Kysor

1100 Wright Street Cadillac, MI 49601 Phone: (616) 779-7528

Bendix Truck Brake Systems

901 Cleveland Street Elyria, OH 44036 Phone: 1-800-AIR-BRAK E

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Horton, Inc

2565 Walnut Street Roseville, MN. 55113 Phone: 1–800–621–1320 Fax: 1–651–361–3801 www.hortoninc.com

5.14.4 DUAL FANS

This configuration uses two digital outputs, Fan Control #1 and Fan Control #2, to drive two separate single-speed fans. Fan Control #1 and Fan Control #2 are opened (switched to battery ground) to turn OFF each fan respectively. The fan remains on for 30 seconds whenever it is turned ON. The f an outputs will not be enabled until five seconds after the engine has started.

The two fans are independent of one another a nd are controlled by different conditions. Both fans will be activate d when either the Fan Control Override is enabled or when the conditions a re met for Fan Engine Brake.

Fan Control #1 is enabled (opened) when at least one of the following conditions occur:

Air temperature and engine torque above DDC factory set levels Air temperature sensor fails Air c onditioner is active (OEM supplied A/C switch is opened), the fan remains ON for

three minutes (the de fault) after the switch is grounded if vehicle speed is less than 20 MPH Fan engine brake enabled and engine brake level is active at high level and air temperature

is above DDC factory set levels Fan control ove rride switch is enabled Pressure governor system is active

Fan control #2 is enabled (opened) when one of the following conditions occur:

Oil or coolant temperature above DDC factory set levels Oil or c oolant temperature sensor fails Fan engine brake enabled and engine brake level is active at high level and air temperature

is above DDC factory set levels Fan control ove rride switch is enabled Transmission retarder is active and coolant temperature above DDC factory set level

(Release 2.00 or later only)

NOTE:

If either the A/C or transmission retarder inactive digital input is configured, the input must be grounded to prevent continuous fan operation.

The digital inputs and outputs for dual fans are listed in Table 5-35.

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Fan

State

1-On 2-On

1-On 2-Off

1-Off 2-On

1-Off 2-Off

1-On 2-Off

1-Off 2-On

Fan

Control

Output 1

Open Open Grounded Open

Open Grounded Grounded Open

Grounded Open Grounded Open

Grounded Grounded Grounded Open

Open Grounded Open

Open Grounded

Open Grounded Don't Care Don't Care High Mode JakeBrakeinHighMode

Open Grounded Don't Care Don't Care High Mode

Fan

Control

Output 2

A/C Input

Don't Care

Override

Input

Don't Care

Grounded

Jake

Brake

Status

Not in High

Mode

Not in High

Mode

Not in High

Mode

Not in High

Mode

Not in High

Mode

Not in High

Mode

Table 5-35 Dual Fans Digital Inputs and Outputs

Installation - Dual Fans

Primary Control

Engine Temperature

Sensors

Engine Temperature

Sensors

Engine Temperature

Sensors

Engine Temperature

Sensors

OEM A/C Switch

Override Switch

Transmission Retarder

Active and Coolant

Temperature Above

Limit

The compatible fa n manufacturers are the same as the manufacturers for the single fan. Follow the wiring diagrams for single fans for the first fan. See F igure 5-35 for the specific connection from the ECM to the second fan.

Figure 5-35 Fan Control Inputs and Outputs - Second Fan

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5.14.5 TWO-SPEED FAN

This configuration u ses two digital outputs, Fan Control #1 and Fan Control #2, to drive a two-speed fan. When Fan Control #1 output is opened, the fan operates in low-spe ed mode. When Fan Control #1 and Fan Control #2 a re both open, the fan operates in high-speed mode.

Fan Control #1 is enabled (opened) when at least one of the following conditions occur:

Oil or coolant temperature above DDC factory set levels Air temperature and engine torque above DDC factory set levels

Fan control #2 is enabled (opened) when one of the following conditions occur:

Oil or coolant temperature above DDC factory set levels Air temperature and engine torque above DDC factory set levels Oil, coolant, or air temperature sensor fails Air c onditioner is active (OEM supplied A/C switch is opened), the fan remains ON for

three minutes (the default) after the switch is grounded when vehicle speed is less than 20 MPH

Fan engine brake enabled and engine brake level is active at high level and air temperature is above DDC factory set levels

Fan control ove rride switch is enabled Pressure governor system is active Transmission retarder is active and coolant temperature above DDC factory set level

(Release 2.00 or later only)

Once the fan has been enabled due to the Transmission Retarder, the fan will remain on high speed until the Transmission Retarder is deactivated. The Fan will re ma in on high speed for a minimum of 30 seconds.

NOTE:

If either the A/C or transmission retarder digital input is configured and not used, they should be deconfigured.

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The digital inputs and outputs for a two-speed fan are listed in Table 5-36.

Fan

State

Off Grounded Grounded Grounded Open

Low Open Grounded Grounded Open

High Open Open Grounded Open

High Open Open Open Don't Care

High Open Open High Open Open

High Open Open

Fan

Control

Output 1

Fan

Control

Output 2

A/C Input

Don't Care Don't Care Don't Care

Don't Care Don't Care

Override

Input

Grounded

Jake

Brake

Status

Not in High

Mode

Not in High

Mode

Not in High

Mode

Not in High

Mode

Not in High

Mode

High Mode JakeBrakeinHighMode

Not in

High Mode

Table 5-36 Two-speed Fan Digital Inputs and Outputs

Primary Control

Engine Temperature

Sensors

Engine Temperature

Sensors

Engine Temperature

Sensors

OEM A/C Switch

Override Switch

Transmission Retarder

Active and Coolant

Temperature Above

Limit

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Installation - Two-speed Fans

See Figure 5-36 for the specific connection from the ECM to the fan.

Figure 5-36 Fan Control Inputs and Outputs - Electro Magnetic Two-Speed

Fans (Linnig)

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For additional information, contact the fan vendor :

Linnig U.S.A.

P.O. Box 670 Mineola, NY 11501-0670 Phone: (516) 742-1900

5.14.6 VARIABLE SPEED SINGLE-FAN

DDEC uses a pulse width modulated (PWM) output to drive a variable speed fan. Presently available PWM outputs and specifications are listed in Table 5-37.

Duty Cycle @

Engine Series PWM Output

Series 4000 PWM #2 10 Hz 80% 5%

All Others PWM #4 50 Hz 90% 10%

Frequency

Minimum Fan

Speed

Duty Cycle @

Maximum Fan

Speed

Table 5-37 PWM Outputs an d Specifications

The fan may be enabled by specific e ngine temperature s ensors and various other inputs. The fan will ramp up to the requested speed in order to reduce noise, shock-loading, and belt slippage. If the fan is turned on for any reason other than high temperature, it will ramp up to the full fan speed (i.e. 5% or 10% duty cycle, application dependent). The ram p rate is set by the Application Code System (A CS). A decrease in fan speed will occur after a short time delay and will step down to the value dictated by the highest sensor request. If the A/C switch is opened, the fan will increase speed at the ramp rate until it is at a maximum. A fter the A/C switch is grounded the fan will rema in on for a short time delay and then turn off. If the oil temperature (Series 4000 only), intercooler temperature or jacket coolant temperature are not received from the receiver ECM, the master ECM requests the maximum fan speed.

The P WM output is initiated when at least one of the following conditions occur:

Air, oil, coolant, or intercooler tempera tures above DDC factory set limits Air c onditioner is active (OEM supplied A/C switch is opened), the fan remains on for 3

minutes (the default) after the switch is grounded when vehicle speed is less than 20 mph Jacket coolant tempera ture above DDC factory set limits Oil, coolant, intercoole r, or air temperature sensor fails Fan Control Override Switch is enabled

NOTE:

If A/C input is configured and not used, that input must be deconfigured.

The Series 4000 DDEC system uses a PWM output to control the oil p ressure governing solenoid for the Rockford variable speed fan clutch. The PWM signal to the solenoid operates at a frequency of 10 Hz. Several engine temperatures are monitored to determine the required fan speed.

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The fan is off when the PWM signal is at or above 80%. Maximum fan speed is re quested when the PWM2 signal is at 5% or below. The fan speed will ramp up to the required speed at a set rate to pr event belt slippage. If the A/C switch is closed the fan w ill ramp up to maximum speed. In the event that the fan governing solenoid loses the PWM signal the fan will operate at maximum speed.

The digital inputs and outputs for PWM fan control are listed in Table 5-38.

Fan

State

On Modulated Grounded Open NotinHighMode

Off Open Grounded Open NotinHighMode

Full On Grounded Open Don't Care NotinHighMode OEM A/C Switch Full On Grounded Don't Care Grounded NotinHighMode OEM Override Switch

Full On Grounded Don't Care Don't Care High Mode

Full On Grounded

PWM

Output

A/C Input

Don't Care Don't Care

Override

Input

Jake Brake

Status

NotinHighMode

Primary Control

Engine Temperature

Sensors

Engine Temperature

Sensors

Jake Brake in

High Mode and Air

Temperature Above

Limit

Transmission Retarder

Active and Coolant

Temperature Above

Limit

Table 5-38 PWM Fan Control Digital Inputs and Outputs

Installation - Variable Speed Single-Fan

See Figure 5-37 for the specific connection from the ECM to the fan.

Figure 5-37 Series 4000 Fan Control Inputs and Outputs

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For additional information, contact the clutch manufacturer:

Rockford Powertrain, Inc.

1200 Windsor Road, Rockford, Il 61132-2908 Phone: (815) 633-7460

5.14.7 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

To have fan control for single, dual, or two-speed fans, fan control must be enabled and a fan type defined at engine order entry or by DDC Technical Service.

For single, dual, and two-speed speed fans the digital inputs and outputs listed in Table 5-39 may be required based on the fan vendor's requirements. The digital inputs and outputs can be configured by order entry, VEPS or DRS.

Function Number Type Description

13 Digital Output Fan Control #1 14 Digital Output Fan Control #2 27 Digital Input Transmission R etarder 32 Digital Input Fan Control Override 29 Digital Input Air Conditioner Status

Table 5-39 Fan Control Digital Input and Outputs - Single and Dual Speed Fans

For variable speed fans, the PWM output is enabled at the time of engine order or by ACS. The digital inputs and outputs listed in Table5-40 may be required based on fan vendor's requirements. The digital inputs and outputs can be configured by order entry, VEPS or DRS.

Function Number Type Description

27 Digital Input Transmission Retarder 32 Digital Input Fan Control Override 29 Digital Input Air Conditioner Status

Table 5-40 Fan Control Digital Input and Outputs - Variable Speed Fans

VEPS or the DRS can set the A/C Fan time. The default for the parameter listed in Table 5-41 is three minutes.

Parameter Description

The minimum duration of time the fan will remain

AC Fan Timer

ON after the AC status digital i nput has indicated that the AC unit has turned OFF. The timer starts when the input is grounded after being open.

Choices

0-255 seconds

Table 5-41 Fan Timer Parameter

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5.15 FUEL ECONOMY INCENTIVE

Fuel E conomy Incentive is a standard DDEC feature for on-highway Detroit Diesel engines. The purpose of this feature is to allow the fleet manager to set a target fuel economy while providing the driver an incentive to meet the target.

5.15.1 OPERATION

Using the Fuel Economy Incentive option, a fleet manager can set a target fuel economy for each engine. If this fuel economy is exceeded, the driver will be given a slightly increased vehicle speed limit.

Target fuel economy, road speed limit, maximum MPH increase, conversion factor for MPH/MPG and the option of total average fuel economy o r trip fuel economy are all calibrated using the DDR, DDDL, VEPS, DRS or at engine order entry. The feature is enabled by setting the Maximum MPH to a non-zero value.

In this example the following limits are set as listed in Table 5-42.

Item

Vehicle Speed Limit 60 MPH Maximum MPH - the maximum allowable increase

in vehicle speed Conversion Factor 20 MPH/MPG

Target Fuel Economy 7MPG

Set Limit

5MPH

Table 5-42 Fuel Economy Limits

If the driver has an average fuel economy of 7.1 MP G then the new vehicle speed limit is 62 MPH. (60 MPH + (7.1-7.0 MPG) x (20 MPH/MPG) = 62 MPH)

The maximum vehicle speed obtainable regardless of the fuel economy is 65 MPH.

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5.15.2 PROGRAMMING FLEXIBILITY

The parameters listed in Table 5-43 can be set using the DDR, DDDL, VEPS, or DRS.

Parameter

MINIMUM ECONOMY

MAXIMUM MPH or MAXIMUM KPH CONVERT FACTOR MPH/MPG or

CONVERT FACTOR KPH/KPL

CALC TYPE

Indicates the minimum economy for fuel economy incentive.

Indicates customer set maximum vehicle speed increase for vehicle.

The miles per hour you want to allow for each full mile per gallon above the minimum MPG.

FILT ECON bases the calculations on the fuel information, by periodic sampling of fuel consumption, recorded in the ECM. TRIP ECON bases the calculation on the trip portion of the fuel usage information.

Definition Choice

5to10MPG,

50.8 to 23.3 L/100 K 0to10MPH,

0.0to16.1KPH

0.1to20MPH/MPG,0.4 to 75.8 KPH/KPL

TRIP ECON, FILT ECON

Table 5-43 Fuel Economy Incentive Parameters

5.15.3 INTERACTION WITH OTHER FEATURES.

Fuel Economy Incentive will incre ase the C ruise Control and vehicle speed limits. A vehicle can be have with both PasSmart and Fuel Economy Incentive, but the extra speed

increments provided by the two features do not add together. For example, if Fuel Economy Incentive is set for 7 MPH of extra speed when the driver hits the maximum fuel economy target and the same vehicle has a 5 MPH PasSmart increase, the resulting speed increase is 7 MPH, not 12 MPH.

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5.16 GLOW PLUG CONTROLLER

The Glow Plug Controller is used for warm-up for alcohol fueled engine applications.

5.16.1 OPERATION

Alcohol engines are similar to standard diesel engines. A metered amount of fuel is injected into the cylinder after the air is compressed. Ignition is accomplished b y the heat of compression. Glow plugs are used to aid in combustion during starting and warm-up. The alcohol engine is equipped with several unique components not found on the diesel engine. These components are designed using alcohol compatible materials. Fuel, glow plug, air induction and catalytic converter systems are unique to alcohol engines.

5.16.2 INSTALLATION

The Glow Plug Controller requires a direct battery +12/24 VDC supply into the stud on the side of the glow plug controller (see Figure 5-38).

Figure 5-38 Glow Plug Controller Power Supply

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A #6 AWG wire or larger is required. This stud and exposed wire must be covered with a rubber boot to prevent shorting. No other accessories can be sourced from this line.

5.16.3 OEM CONNECTIONS

Several OEM connections are required involving the engine sensor harness a nd the glow plug controller.

Switched +12 VDC Ignition (Circuit 50)

Circuit 50 is a dedicated +12 VDC ignition wire to activate the glow plug controller. No other accessories should be sourced from this line.

Ground (Circuit 151)

Circuit 151 from the glow plug controller must be connected directly to the negative battery post. No splices, chassis grounds, or other intermediate connections are permitted.

Starter Inhibit Circuit (Circuit 968)

The starter inhibit circuit is required. Typically, the starter inhibit circuit (Circuit 968) uses a continuous, transient suppressed rel ay placed in the starter solenoid system. The starter wire is connected to the normally open contacts. The relay coil is connected to a power source and grounded by circuit 968. No ground exists on circuit 968 when the glow plugs light is illuminated. The relay contacts to the starter are open, preventing the starter from operating. Circuit 968 is grounded when the glow plug circuit 968 is grounded when the glow plug light is not illuminated thus permitting the starter to operate. The glow plug controller enables/disables the Starter Inhibit circuit.

An override circuit must be provided to allow starting if the glow plug lamp is illuminated. This circuit should be incorporated into the stop engine override switch. The starter inhibit circuit must be installed to protect the catalytic converter during engine startup.

Glow Plug Panel Light

The glow plug controller provides ground for the glow plug light on circuit 905. A switched +12/24 VDC source must be provided for the light. This light is OEM supplied and must be integrated into the instrument panel. The lens color must be blue and the words GLOW PLUG must appear to identify the display. The light will be illuminated for 60 seconds each time the ignition is cycled. The lamp will also illuminate to in indicate an electrical problem in the glow plug system. This lamp does not nec essarily indicate glow plug operation.

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Fire Suppression System Interface/Catalytic Converter High Temperature (Circuit 906 & 416)

This optional circuit interfaces with DDEC a nd will provide engine shutdown with a diagnostic code if the fire suppression system is activated. The fire suppression system must also shut off the electric fuel pump.

A27k

resistor must be connected if the fire suppression circuit is not utilized.

See Figure 5-39 for an installation schematic.

5.16.4 DIAGNOSTICS

The glow plug contr oller illuminates the glow plug light for startup. The light is also illuminated when one or more of the following faults are detected:

Open circuit in either a glow or glow p lug output circuit Short circuit in either a glow plug or glow plug output circuit Short or open circuit in the glow plug activation circuit 910 (PWM #3) from the ECM

5.16.5 FUEL SYSTEM REQUIREMENTS

An electrically driven fuel pump is required for alcohol engines. A fuel pressure switch must be incorporated into the fuel pump power supply. This switch must

interrupt the power to the fuel pump if the fu el pressure drops below 45 psi (approximately 310 kPa). A low fuel pressure light must be incorporated into the circuit and integrated into the

instrument panel. The lens color must be red and the words LOW FUEL PRESSURE must appear to identify the display. A fuel pump override m u st be incor porate d with the SEO switch.

A high fuel temperature lamp must be incorporated into the instrument panel. The light must illuminate when the fuel temperature on the discharge side of the fuel cooler reaches 150 (approximately 132

C). The lens color must be orange and the words HIGH FUE L TEMP must

appear to identify the display.

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Figure 5-39 Glow Plug Controller Installation Schematic

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5.17 HALF ENGINE IDLE

Half Engine Idle (HEI) mode a llow s the engine to run on half the cylinders. Running in HEI significantly r educe s white smoke in cold engine operation, after startup or during extreme cold weather operation. The HEI logic continuously reviews several engine conditions to determine if it should be deactivated.

5.17.1 OPERATION

HEI can be set to three modes of operation: disabled, enabled or enabled-cold. If disabled, HEI will not function. The conditions necessary for the engine to run in HEI mode set to "enabled" are listed in Table 5-44. If HEI is set to "enabled-cold" mode, the conditions necessary for operation in enabled mode must be met in addition to certain engine temperature s being below limits.

DDR

Engine HEI Allowed

Series 50 No Series 60 Yes Yes Yes 5MPH Series 71 Yes No No None Enabled - Cold Series 92 Yes No No None Enabled - Cold

Series 149 Yes No No None Enabled - Cold Series 2000 Yes No No 5MPH Enabled - Cold Series 4000 Yes No No None Enabled - Cold

Configuration

Allowed

-- -- -- --

Parking

Brake

Required

Vehicle

Speed Limit

Default

Table 5-44 Conditions for HEI

HEI can be deactivated and reactivated if certain conditions are met. This is likely only during extended idle if HEI is in the enabled-cold mode.

5.17.2 INSTALLATION

HEI was not released for Series 60 engines prior to DDEC Release 5.0. Series 60 engines r equire a park brake input to run in HEI.

5.17.3 PROGRAMMING FLEXIBILITY

DDEC Release 5 .0 software or higher requires that HEI be calibrated by DDC and will notsupport DDR HEI configuration. For Series 60 engines, DDR calibration of HEI requires DDEC Release

7.0. On select engines, DDDL/DDR may configure HEI mode (enabled/disabled). The rest of the parameters are factory set and cannot be changed. VEPS is not capable of setting the HEI mode.

5.17.4 DIAGNOSTICS

The DDR or DDDL display will tell the user if the engine is running in HEI. This display is part of the Data List menu.

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5.18 IDLE SHUTDOWN TIMER AND VEHIC LE POWER SHUTDOWN

The Idle Shutdown Timer will shutdown the engine if it remains idling for a specified pe riod of time. There are four options that can operate with Idle Shutdown Timer.

Idle Shutdown Override Vehicle Power Shutdown Variable Speed Governor (VSG) Shutdown Ambient Air Temperature Override Disable

5.18.1 OPERATION

There are two types of idle shutdown:

The engine has been idling for a specified time period. The engine has been idling for a specified time period and the ambient temperature is

within a specified range.

Certain conditions must be met for the entire time-out period for shutdown to occur. These conditions include:

Engine temperature above 104 F(40C) Engine operation at idle or VSG minimum The parking brake interlock digital input switched to battery ground OEM supplied interlocks enabled Ignition ON (Circuit 439)

Fueling is stopped after the specified idle time; the ignition circuit 439 remains active after the engine shuts down. T he ignition switch must be cycled to OFF (wait 10 seconds) and back to ON before the engine will restart, if shutdown occurs. The CEL will blink until the ignition is turned off to indicate shutdown has occurred. If the ignition is not turned off within 20 minutes, the ECM will begin its low power mode. This will cause the CEL to turn off. In low power mode, the ignition cycle will be considered over. All steps which normally occur after the ignition cycle was turned off will take place even though the ignition switch is still on. This prevents excessive battery drain by the ECM.

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A Park Brake Switch must be installed (see Figure 5-40). Idle Shutdown Timer operates with a digital input configured as a park brake and switched to bat tery ground. The time can ra nge from 1 to 100 minutes in one minute intervals. An optional digital output can be programmed for vehicle power shutdown. This is used with idle timer shutdown or the engine protection shutdown features to shut off any electrical loads on the vehicle.

Figure 5-40 Park Brake Digital Input

Idle Shutdown Override - Optional

Idle Shutdown Override allows the operator to override the idle shutdown to keep the engine idling if this feature is enabled.

Ninety seconds before the specified idle time is reached, the CEL will begin flashing. The idle timer can be disabled if the perc ent throttle is increased to greater than 1%. This will allow the idle timer to be overridden if longer engine idling is desired. The timing sequence can be re-initiated by disengaging and reapplying the parking brake, by cycling the ignition OFF (waiting 10 seconds) and back to ON or by once again increasing the percent throttle greater than 1%.

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Vehicle Power Shutdown - Optional

Vehicle Power Shutdown is used with Idle Timer Shutdown or Engine Protection Shutdown. After the idle timer times out or engine protection shuts the engine down, the Vehicle Power Shutdown relay shuts down the rest of the electrical power to the vehicle.

A Vehicle Power Shutdown relay can be installed to shutdown all electrical loads when the engine is shutdown (see F igure 5-41). This figure also provides a method to turn OFF the ignition while the idle timer is active. The engine will shutdown after the specified idle time and will reset the relay (ignition circuit).

Figure 5-41 Vehicle Power Shutd own R elay

All electrical loads that should be turned OFF when the engine shuts down should be wired through this relay.

Refer to section 4.2, "Digital Outputs" for additional information.

Enabled on Variable Speed Governor (VSG) - Optional

This option, when enabled, allows the engine to be shutdown when operating on the VSG when the conditions are met for the Idle Timer Shutdown.

Ambient Air Temperature Override Disable - Optional

This option allows the override to be disabled based on ambient air temperature. If the upper and lower temperature limits are set and the ambient temperature is within the specified limits, the override will be disabled and the engine will be shutdown after the specified time limit is met. To disable this feature, the upper and lower limits must be set to 167

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For example , if the upper limit is set to 80 F and the lower limit is set to 65 F, the override would be disabled if the ambient air temperature was between 65

F a nd 80 F (see Figure 5-42).

Figure 5-42 Ambient Air Temperature Override Disabled

Inactive Shutdown

The Idle Shutdown Timer can be defeated by holding down the throttle or by not setting the park brake. The inactive timer will shutdown the engine after 20 minutes if the fueling is not sufficient to accelerate the vehicle

To improve the accuracy of ambient air temperature sensor readings, an ambient air temperature sensor can be installed. This installation is recommended if the ambient air temperature shutdown feature is enabled.

Refer to section 3.14.27, "Ambient Air Temperature Sensor," for additional information.

5.18.2 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

To program the Idle Shutdown timer, the digital inputs listed in Table 5-45 must be configured by order entry, VEPS or DRS.

Description

Park Brake/ISD 5 Digital Input

Vehicle Power Shutdown - optional 6 Digital Output

Function #

Type

Table 5-45 Idle Shutdown Timer Digital Input

The I dle Shutdown timer options listed in Table 5-46 can be programmed by the DDR, DDDL, VEPS or DRS.

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Parameter Description

Enables or Disables the Idle Shutdown feature. N/A will be

ENABLED

TIME (MIN)

OVERRIDE

ENABLED ON VSG

OVERRIDE TEMP DISAB

LOWER LIMIT

UPPER LIMIT

displayed if the parking brake has not been configured as a digital input.

The amount of engine idle time that is allowed before the Idle Shutdown feature stops fueling the engine.

The override will flash the CEL 90 seconds before shutdown to allow the driver to cancel the shutdown by pressing the throttle.

Enables or disables the Idle Timer Shutdown feature when operating on the Variable Speed Governor.

Allows choice between lower or upper limit to disable the Idle Shutdown Override feature based on ambient air temperature.

The lower limit of the ambient air temperature range that will disable the Idle Shutdown Override feature.

The upper limit of the ambient air temperature range that will disable the Idle Shutdown Override feature.

Choice / Display

YES, NO

1 to 100 minutes

YES, NO

LOWER LIMIT,

UPPER LIMIT

-40 to "UPPER LIMIT" F

"LOWER LIMIT" to 167 F

Table 5-46 Idle Shutdown Timer Programming Options

5.18.3 INTERACTION WITH OTHER FEATURES

The Idle Shutdown Timer i s required for Optimized Idle. Refer to section 5.24, "Optimized Idle," for additional information.

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5.19 IRIS

The Infrared Information System (IRIS) is an optional feature that provides for infrared two-way communication between a vehicle and a PC.

Detailed IRIS installation information can be found in the IRIS User and Installation Guide(6SE0036).

5.19.1 OPERATION

All data whic h is currently transmitted via cable, can now be sent using IRIS. This includes downloading of all information in the ECM, ProDriver DC, ProDriver, engine diagnosis, and complete engine reprogramming. IRIS replaces direct hook-up via cables with an infrared beam (see Figure 5-43).

Figure 5-43 IRIS Config

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Downloading and uploading time takes place with IRIS at the same high speed as a direct cable connection.

IRIS eliminates the need for the driver to exit the vehicle, locate a cable and plug into the vehic le. No physical connections are required. IRIS can also be used in a service bay with diagnostic equipment, eliminating the need to bring the computer cart to the ve hicle.

IRIS works with most devices communicating via the J1708 Data Link. One transceiver, the Mobile Unit, is mounted on the vehicle and the other, the Base Unit, is

located where the vehicle owner wants to extract information, such as the entrance to the shop or the fuel island. The base transceiver is continuously polling for a vehicle, while the mobile transceiver is silent until it receives a message from the base transceiver. When the mobile transceiver on the vehicle is in general alignment to the base transceiver, handshaking will take place and establish the infrared link. (see Figure 5-44).

Figure 5-44 IRIS - Infrared Tw o-way Communication

The base transceiver will only communicate with one mobile transceiver at a time. The vehicle must be moved out of the infrared connection area for the base transceiver to start polling for another vehicle.

The IRIS dash light will flash during the handshaking communication between the two transceivers. Once the infrared link is established the light will be solidly illuminated until the connection is broken.

If the remote Data Interface (RDI) is used with IRIS, the RDI lights will indicate when the extraction ha s been c o m pleted. For installations without RDI, the service technician will need to indicate to the driver that the reprogramming or extraction has been complete d.

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5.19.2 INSTALLATION

As long as the two transceivers are in general alignment, IRIS will function up to a distance of 25 ft outdoors to 50 ft indoors (see Figure 5-45).

Figure 5-45 Horizontal and Vertical Alignment is not Critical

Use the following guidelines when installing IRIS:

The control module should be mounted in a cab environment. The transceiver can be shaded to obtain more distance. Do not shine electronic ballast fluorescent lights into the transceiver. Do not install transceivers where they are exposed to strobe lights. Do not add more than two transceivers w ith one control module.

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Mobile Unit Installation

The Mobile Unit installation consists of an transceiver and the Mobile Unit Module (see Figure 5-46). The transceiver should be mounted outside either on the side or the front of the vehicle at least seven feet above the ground for optimal performance.

Figure 5-46 IRIS Mobile Unit

The M obile Unit Module can be mounted anywhere inside the vehicle. It can be hidden behind the dash, but should be accessible for the transceiver and vehicle harness connection and for troubleshooting purposes.

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Allison Transmission DDEC IV Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual