Elec

Perkins Confidential Green
Production May 07
1104D and 1106D Electrical and Electronic Installation Guide

Production Release 1.1 MAY 2007
Industrial Engines NH (Engine) NJ (Engine) PJ (Engine)
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1104D and 1106D Electronic Application and Installation Guide
Production May 07
CONTENTS
INTRODUCTION AND PURPOSE .....................................................................................................6 APPLICABLE ENGINES ...........................................................................................................................6 ELECTRONIC APPLICATIONS CONTACTS................................................................................................6 SAFETY..................................................................................................................................................6 Warning Welding...........................................................................................................................7 Warning - Electrostatic Paint Spraying ...........................................................................................7 Warning Jump Starting..................................................................................................................7 ENGINE COMPONENT OVERVIEW ...............................................................................................8 ELECTRONIC CONTROL MODULE (ECM) ..............................................................................................8 SENSOR DETAILS...................................................................................................................................8 Intake Manifold Pressure Sensor......................................................................................................8 Intake Manifold Temperature Sensor ...............................................................................................8 Coolant Temperature Sensor............................................................................................................9 Fuel Rail Pressure Sensor ................................................................................................................9 Fuel Pump Solenoid .........................................................................................................................9 Electronic Unit Injectors ................................................................................................................10 Crankshaft Speed/Timing Sensor....................................................................................................10 Pump / Camshaft Speed/Timing Sensor..........................................................................................11 Oil Pressure Sensor........................................................................................................................11 Wastegate Regulator ......................................................................................................................11 ENGINE COMPONENT DIAGRAMS AND SCHEMATICS ...........................................................................12 1106D Factory Installed Wiring and Components.........................................................................12 1106D Engine Wire Harness Schematic.........................................................................................13 1104D Factory Installed Wiring and Components.........................................................................14 1104D Engine Wire Harness Schematic.........................................................................................15 1104D Principal Engine Electronic Components...........................................................................17 Connection, Power and Grounding................................................................................................18 Indication Starting and Stopping the Engine..................................................................................18 Controlling the Engine ...................................................................................................................18 REQUIRED COMPONENTS TO INSTALL .................................................................................................19 OPTIONAL CUSTOMER INSTALLED COMPONENTS* .............................................................................19 Typical Customer Installed Component Diagram ..........................................................................20 Example OEM Schematic ...............................................................................................................21 Example 1 Basic Engine Application .............................................................................................21 Example 2 Construction Application..............................................................................................21 Example 3 Industrial Open Power Unit Application......................................................................21 Example 4 Agricultural Application...............................................................................................21 Example 1 - Basic Schematic OEM Harness..................................................................................22 Example 2 - Construction Schematic OEM Harness......................................................................23 Example 3 Industrial Open Power Unit Schematic OEM Harness .............................................24 Example 4 - Agricultural Schematic OEM Harness .......................................................................25 POWER AND GROUNDING CONSIDERATIONS........................................................................26 ENGINE BLOCK GROUNDING ...............................................................................................................26 Ground stud on Starter Motor ........................................................................................................26 Ground Connection to Tapping on engine Block ...........................................................................26 POWER AND GROUNDING CONSIDERATIONS .......................................................................................28 Voltage and Current requirements .................................................................................................28 ECM POWER SUPPLY CIRCUIT RESISTANCE .........................................................................................28 Battery (+) Connection...................................................................................................................30 Battery (-) Connection ....................................................................................................................30 Correct method of ECM battery connection...................................................................................31 Incorrect method of ECM battery connection. ...............................................................................32 ENGINE ECM POWER SUPPLY CIRCUIT RESISTANCE TEST .................................................................33 Test Procedure................................................................................................................................34 CONNECTORS AND WIRING HARNESS REQUIREMENTS ....................................................36
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ECM connector...............................................................................................................................36 Connector Layout ...........................................................................................................................37 Tightening the OEM Connector......................................................................................................37 ECM connector Wire Gauge Size ...................................................................................................37 ECM Connector Terminals.............................................................................................................37 Terminal Retention .........................................................................................................................38 Hand Crimping For Prototype machines and Low Volume Production: .......................................38 ECM connector sealing plug installation guidelines......................................................................39 OEM harness Retention at the ECM ..............................................................................................39 Machine Crimping For High Volume Production ..........................................................................39 HARNESS WIRING STANDARDS ...........................................................................................................40 General Recommendations for Machine Wiring harnesses............................................................40 Connectors......................................................................................................................................40 Cable routing..................................................................................................................................40 Mounting location for electronic modules......................................................................................40 Electromagnetic Compliance (EMC) .............................................................................................41 Diagnostic Connector.....................................................................................................................42 Termination Resistor ......................................................................................................................42 Pin Information ..............................................................................................................................42 STARTING AND STOPPING THE ENGINE ..................................................................................43 STARTING THE ENGINE........................................................................................................................43 STOPPING THE ENGINE (AND PREVENTING RESTART) .........................................................................44 Ignition Keyswitch ..........................................................................................................................44 Emergency Stop Button ..................................................................................................................44 Battery Isolation Switches ..............................................................................................................45 Remote Stop Button ........................................................................................................................45 Datalink stops.................................................................................................................................45 Common problems with the application of stop devices.................................................................46 ENGINE SPEED DEMAND................................................................................................................47 ANALOGUE SENSOR ............................................................................................................................48 Device Description .........................................................................................................................48 Analogue Sensors Connection details ..........................................................................................48 Evaluating Component Compatibility ............................................................................................49 Analogue Input Test circuit ............................................................................................................49 Idle Validation Switch Test Circuit.................................................................................................49 Test Procedure................................................................................................................................49 Required Values..............................................................................................................................50 Analogue Throttle Switch - EST Configurable Parameters............................................................50 PWM SENSOR - COMPATIBILITY........................................................................................................51 Device Description .........................................................................................................................51 Component Compatibility...............................................................................................................51 Connection details ..........................................................................................................................51 PWM Throttle - EST Configurable Parameters .............................................................................51 PTO MODE ..........................................................................................................................................52 PTO Mode ON/OFF switch............................................................................................................52 PTO Mode Set/lower Button...........................................................................................................52 PTO Mode Raise/ Resume Button...................................................................................................52 PTO Mode Disengage Switch.........................................................................................................52 PTO Mode Preset Speed.................................................................................................................53 PTO Mode lamp .............................................................................................................................53 PTO Mode - EST Configurable Parameters...................................................................................53 Example of PTO mode operation ...................................................................................................54 MULTI POSITION THROTTLE SWITCH (MPTS) ....................................................................................55 Multi Position Throttle Switch - EST Configurable Parameters ....................................................56 TORQUE SPEED CONTROL TSC1 (SPEED CONTROL OVER CAN)........................................................56 ARBITRATION OF SPEED DEMAND ........................................................................................................56 Manual Throttle Selection Switch...................................................................................................56 RAMP RATE .........................................................................................................................................56
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THROTTLE CALIBRATION ....................................................................................................................57 THROTTLE PARAMETER DESCRIPTION ................................................................................................59 THROTTLE CALIBRATION FUNCTION ...................................................................................................60 Idle Validation Switch ....................................................................................................................64 COLD STARTING AID. .....................................................................................................................65 CONTROL OF GLOW PLUGS BY THE ENGINE ECM...............................................................................65 Relay, Fuse and Cable Gauge Specification ..................................................................................65 Wait-to-Start / Start Aid active lamps.............................................................................................66 OEM / Operator control or override of the Glow Plugs ................................................................67 Ether Cold Start Systems ................................................................................................................67 Water Jacket Heaters .....................................................................................................................68 Ambient Temperature Sensor - EST Configurable Parameter .......................................................68 OPERATOR DISPLAYS.....................................................................................................................69 Gauge Drivers ................................................................................................................................69 Lamp Outputs .................................................................................................................................69 Indicator lamps Logic.....................................................................................................................70 Datalink Driven Intelligent Displays..............................................................................................71 Minimum Functional Specification for J1939 display....................................................................71 Customer Triggered Engine Fault codes........................................................................................71 Engine Monitoring System..............................................................................................................72 Monitoring Mode - EST Configurable Parameters ........................................................................72 Monitoring Mode Thresholds .........................................................................................................73 Other De-rate Reasons ...................................................................................................................74 MONITORED INPUTS FOR CUSTOMER FITTED SENSORS...................................................75 Configurable States ........................................................................................................................75 Air Filter Service Indicator Air Filter Restriction Switch ...........................................................75 Coolant Low Level Switch ..............................................................................................................75 Fuel in Water Trap Switch..............................................................................................................76 ENGINE GOVERNOR........................................................................................................................77 All speed .........................................................................................................................................77 Torque limit curve ..........................................................................................................................77 Droop..............................................................................................................................................77 High Speed Governor (Governor Run-Out) ...................................................................................77 AUXILLARY GOVERNOR ......................................................................................................................79 RATING SELECTION VIA SERVICE TOOL...............................................................................................79 MODE SWITCHES .................................................................................................................................79 Rating and Droop changes requested via the J1939 datalink ........................................................80 Service Maintenance Indicator.......................................................................................................81 USING THE EST SERVICE TOOL. .................................................................................................82 DATALINK SUPPORT.......................................................................................................................83 SAE J1939..........................................................................................................................................83 Summary of Key J1939 Application Issues.....................................................................................83 Physical layer .................................................................................................................................83 Network Layer ................................................................................................................................83 Application Layer ...........................................................................................................................84 J1939 SUPPORTED PARAMETERS QUICK REFERENCE SUMMARY TABLE .............................................85 J1939 PARAMETERS DETAILED DESCRIPTIONS..................................................................89 SENDING MESSAGES TO THE ENGINE ECM.........................................................................................89 J1939 SECTION 71 - VEHICLE APPLICATION LAYER.............................................................90 TORQUE SPEED CONTROL ...................................................................................................................90 J1939 SECTION 73 - DIAGNOSTIC LAYER ................................................................................107
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Supported Parameters Section 21 - Simplified Descriptions.....................................................109 Supported Parameters Section 81 Network Management - Detailed Descriptions ...................110 PERKINS DATA LINK .........................................................................................................................111 OTHER DATALINK STANDARDS .........................................................................................................111 CANopen ......................................................................................................................................111 OEM Proprietary CAN standards ................................................................................................111 LIST OF APPENDICES....................................................................................................................112 Appendix 1 - ECM J1 Connector Terminal Assignments .....................................................112 Appendix 2 List of Diagnostic and Event Codes................................................................112 APPENDIX 1 - ECM J1 CONNECTOR TERMINAL ASSIGNMENTS ........................................................113 APPENDIX 2 LIST OF DIAGNOSTIC AND EVENT CODES ...................................................................115
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Introduction and Purpose

This document is intended to provide necessary information for correct electrical and electronic installation of 1104D or 1106D Industrial engines into an off-highway machine. Perkins expects that there will be some additions and modifications to this document as the engine program development continues, and as OEM requests for information not currently addressed are added. The Information herein is the property of Perkins and/or its subsidiaries. Without written permission, any copying, transmission to others, and any use except that for which it is loaned is prohibited.
Applicable Engines
The information contained is the best available at the time of authoring to describe the application and installation requirements of the production software as it will be in May 2007 Some engines shipped before this date will not have all the features described in this document. Likewise, some additional features will be added after this date. Contact the Electronic Applications Team for latest information on software feature release dates.
Electronic Applications Contacts

If the information in this document is incomplete, incorrect, or further details are required, then please contact your Applications Engineer. Electronic Applications Team Mark Tegerdine - Electronic Application Team Leader Telephone: +44(0) 1733 583222
Email: Tegerdine_Mark@perkins.com
Safety
Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools in order to perform these functions properly. The information in this publication was based upon current information at the time of publication. Check for the most current information before you start any job. Perkins dealers will have the most current information. Improper operation, maintenance or repair of this product may be dangerous. Improper operation, maintenance or repair of this product may result in injury or death. Do not operate or perform any maintenance or repair on this product until you have read and understood the operation, maintenance and repair information. Perkins cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are not all inclusive. If a tool, a procedure, a work method or an operating technique that is not specifically recommended by Perkins is used, you must be sure that it is safe for you and for other people. You must also be sure that the product will not be damaged. You must also be sure that the product will not be made unsafe by the procedures that are used.
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Warning Welding
Welding can cause damage to the on engine electronics. The following precautions should be taken before and during welding: Turn the engine OFF. Place the ignition keyswitch in the OFF position Disconnect the negative battery cable from the battery. If the machine is fitted with a battery disconnect switch then open the switch Clamp the ground cable of the welder to the component that will be welded. Place the clamp as close as possible to the weld. Protect any wiring harnesses from welding debris and splatter. DO NOT use electrical components in order to ground the welder. Do not use the ECM or sensors or any other electronic components in order to ground the welder.
Warning - Electrostatic Paint Spraying

The high voltages used in electrostatic paint spraying can cause damage to on engine electronics. The damage can manifest itself through immediate failure of components, or by weakening electronic components causing them to fail at a later date. The following precautions should be taken when using electrostatic paint spraying techniques on engines: Connect all 64 pins of the ECM J1 Connector directly to the spraying booth ground. Connect the engine block to ground at 2 points. Ensure that good screwed connections onto bright metal are used.
Warning Jump Starting

Jump-starting an engine can cause higher than normal voltages to appear across the battery terminals. Care must be taken that this does not exceed the recommended maximum voltage for the ECM.
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Engine Component Overview

Electronic Control Module (ECM)
The A4E2 ECM is an electronic control device, fundamentally a computer that governs engine speed and torque output. The ECM processes sensor measurements from the connected sensors to determine fuel quantity, fuel timing, fuel pressure and intake pressure. The device is assembled to a special mounting plate fitted to the engine. The location is common on both 1104D and 1106D engines, left hand side close to the fuel rail. The device has 2 connection sockets, one for the engine wire harness (J2) that is blue in colour and the other for the machine OEM harness connection (J1) that is grey in colour. There are two ECM options, a fueled cooled version and an air-cooled version. The choice of option depends on the maximum ambient temperature (see mechanical installation guide for details of fuel connection requirements and temperature restrictions).
Sensor Details
Intake Manifold Pressure Sensor
The intake manifold pressure sensor measures the air pressure inside the intake manifold, after the turbo. There are two sensor options dependant on the choice of rating. The operating range of the sensor options differs. The range is either 0-339 Kpa absolute or 0440 Kpa absolute The sensor is used to determine atmospheric (barometric) pressure. During certain operating conditions the ECM will take a snapshot of the measured pressure to set the atmospheric pressure value. The atmospheric pressure is used to determine the atmospheric related fuel limits (if any) e.g. at high altitude fuel may be limited during cranking to prevent turbo overspeed. The ECM also uses the atmospheric value to calculate gauge pressure of other absolute engine pressure sensors. When the engine is running the sensor measurement is used as an input parameter to calculate torque and air fuel ratio limits. This helps prevent black smoke during transient engine conditions, mainly during acceleration or upon sudden load application. i.e. If intake manifold pressure is too low for the requested fuel, then the fuel is limited to prevent the over fuel condition. The measurement will also be used to select certain timing maps. Intake manifold pressure is also used to control the turbo wastegate regulator, if fitted. The turbo wastegate regulator control system regulates intake manifold pressure to a desired value, calibrated in the software. In order to do this, the software needs to know the actual value of intake manifold pressure, hence the need for the sensor measurement. If the intake manifold pressure sensor/circuit fails, then a low default value is used in the software. The wastegate regulator control (if fitted) will go to open loop, whereby the resultant intake manifold pressure will be low (as determined by the wastegate hardware chosen) and hence fuel will be limited under certain engine conditions, effectively providing a fuel/torque derate.
Intake Manifold Temperature Sensor

This sensor measures the temperature inside the inlet air manifold .There are two sensor options on the 1104D engine depending on the turbo arrangement.The operating range of the sensors differs. The range is either 40C to +120C or 40C to +200C (used on straight turbo options). The 1106D engine uses the 40C to +120C option. Note that this is the sensor to which the engine is calibrated. Intake air temperature measurement is very sensitive to location. If the OEM adds additional inlet air temperature monitoring, for example during prototype evaluation, it should be
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anticipated that there may be a difference of several degrees Celsius between the engine sensor and the OEM sensor. Intake manifold temperature measurement is used as an input to the cold start strategy. When the engine is running the sensor measurement is used as an input parameter to calculate torque and air fuel ratio limits. The OEM has no connection to this sensor, but if the intake air is required by some machine system, for example for fan control strategy, then the data can be accessed on the J1939 datalink. It is possible, if extreme temperatures are measured at the intake that the engine will derate. In the event of a derate, an event code will be generated on the J1939 datalink, or displayed on the service tool, and the warning lamp will illuminate.
Coolant Temperature Sensor

The coolant temperature sensor measurement is used as an input to the cold start strategy. The measurement is also used to select certain maps at 0C, 50C, 65C and 70C. The engine is considered warm at 65C. The fuel delivery characteristics will change dependant on the engine temperature. The sensor is also used for activating the glow plugs for cold engine starting and for detecting high coolant temperatures for raising an event. The range is 40C to +120C If the sensor/circuit fails, then a default value is used and a diagnostic code is raised. For glow plug control if this sensor/circuit is faulted, the intake manifold air temperature sensor is used. It is possible that with this sensor/circuit in a failure condition white smoke may result during a cold engine start. The high coolant temperature event will not be raised under this fault condition. The sensor reading of coolant temperature is also used to determine the maximum fuel allowed during engine starting. If the sensor/circuit fails, it is possible the engine will not start under cold engine conditions. It is possible, if the coolant temperature exceeds the design limits, that the engine will derate. In the event of a derate, a fault code will be generated on the J1939 datalink, or displayed on the service tool, and the warning lamp will illuminate.
Fuel Rail Pressure Sensor

The fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure fuel rail. (The fuel in the fuel rail then feeds all injectors. Injection takes place when each injector is electrically operated.) The fuel rail pressure measurement is used in conjunction with the high-pressure fuel pump to maintain the desired fuel pressure in the fuel rail. This pressure is determined by engine calibrations to enable the engine to meet emissions and performance objectives. If the fuel rail pressure sensor/signal is faulted, a diagnostic code is set with a warning; a default value used and a 100% engine derate results. The default value for fuel rail pressure will allow the engine to run in a limp home fashion whereby a known fuel rail pressure will be controlled within reasonable engine conditions. Emissions compliance cannot be guaranteed under this fault condition.
Fuel Pump Solenoid

Fuel Rail Pump Solenoid is used to control the output from the high-pressure fuel pump. The fuel rail pump solenoid is energized when fuel is required to be pumped into the highpressure fuel rail. Varying the energize time of the solenoid controls the fuel delivery from the
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pump. The earlier the solenoid is energized (degrees before TDC), the more fuel is pumped into the fuel rail. The solenoid forms part of the fuel rail pressure closed loop control system in conjunction with the fuel rail pressure sensor, ECM and software. The fuel rail pressure sensor measures the fuel rail pressure; the signal is processed by the ECM and software and compared to the desired fuel rail pressure for the given engine operating conditions. The control algorithm then controls the fuel rail pump solenoid energies time. There is no OEM connection to this component. If the fuel rail pump solenoid fails, it is likely that fuel will not be pumped into the fuel rail and engine shutdown or failed start is expected.
Electronic Unit Injectors

Each fuel injector contains a solenoid to control the quantity of fuel injected. Both positive and negative wires to each solenoid are wired directly back to the ECM There is no OEM connection to this component. Voltages of up to 70V are used to drive the injectors. The signals to the injectors are sharp pulses of relatively high current. The OEM should ensure that any systems that are sensitive to electromagnetic radiation are not in proximity to the harness components that lead to the injectors.
Crankshaft Speed/Timing Sensor

The crankshaft speed-timing sensor is a Hall effect sensor. The sensor works in conjunction with the timing ring fitted to the engine crankshaft. The sensor produces a signal as the timing ring/crank rotates past the sensor. The ECM then uses this signal to calculate crankshaft speed and crankshaft position. The crank speed/timing signal is used during normal engine running since is more accurate than the signal obtained from the cam speed/timing sensor. If the crank speed/timing sensor signal is lost or faulted, the engine is capable of starting provided the cam speed/timing signal is healthy. A diagnostic and warning will be raised if the fault occurs during engine running. A full derate will result since the engine is not then guaranteed to be emissions compliant due to the accuracy of the cam speed/timing signal. The diagnostic and derate will not be raised during engine cranking (if fault present), but the service tool will provide a means to read the condition of the cam and crank speed signals to aid fault finding. The OEM has no connection to this sensor. If the OEM requires accurate engine speed information then this may be obtained from the SAE J1939 datalink. The software includes logic to prevent reverse engine running.
Speed Sensor
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Pump / Camshaft Speed/Timing Sensor

The camshaft speed/timing sensor works in conjunction with the timing ring fitted inside the high Pressure fuel pump. The sensor produces a signal as the timing ring/pump rotates past the sensor. The ECM then uses this signal to calculate camshaft speed, camshaft position and engine cycle. The cam speed/timing signal is required for determining the correct engine cycle and is also used for limp-home operation in the event of the crank speed sensor/circuit being faulted/lost. If the camshaft speed/timing sensor/signal is lost or faulted, the engine will not start (since engine cycle is not known from the crank signal only), but if the engine is already running, no engine performance effect will be noticed. A diagnostic and warning will be raised if the fault occurs during engine running. The diagnostic will not be raised during engine cranking, but the service tool will provide a means to read the condition of the cam and crank speed signals to aid fault finding. The software includes logic to compensate for minor timing errors.
Oil Pressure Sensor

The oil pressure sensor measures the engine oil pressure in Kpa. Oil pressure is used for engine protection, whereby if insufficient oil pressure is measured for a given speed, an event for low oil pressure would be raised. The low oil pressure threshold is defined as a map against engine speed. Currently, two levels of event are specified. Level 1 is the least severe and raises a warning. Level 3 is the most severe and raises a warning, which request the engine be shutdown. Automatic engine shutdown can be configured for certain applications, such as Gensets to occur when a level 3 event is raised. If the oil pressure sensor fails, a diagnostic is raised and a default value is used by the software, which has been chosen to be a healthy (high) pressure value. It is not possible to raise an event whilst an oil pressure diagnostic is present.
Wastegate Regulator
The regulator controls the pressure in the intake manifold to a value that is determined by the ECM. The wastegate regulator provides the interface between the ECM and the mechanical system that regulates intake manifold pressure to the desired value that is determined by the software.
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Engine Component Diagrams and Schematics

1106D Factory Installed Wiring and Components
A4E2 ECM
Diagnostic (If Equipped)
Fuel Pump
J1
J2
64 Pin Plug
Coolant Temperature
Oil Pressure
Wastegate Regulator
(If Equipped)
Intake Manifold Pressure Pump/Cam Speed/ Timing
Intake Manifold Temperature
Crank Speed/Timing
Fuel Rail Pressure
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1106D Engine Wire Harness Schematic

A4E2 ECM J2 Connector
T962 BK T956 BK
1 2
X931YL X925PK X930 GY
6 62 7 63
INJECTOR CYLINDER 6 RETURN INJECTOR CYLINDER 6 INJECTOR CYLINDER 5 RETURN INJECTOR CYLINDER 5
T961 BK T955 BK
3 4
X924 BR
X929BU T960 BK T954 BK 1 2 X923 OR X928 GN X922 WH T959 BK T953 BK 3 4 X927 YL X921 PK
8 64 33 59
34 58
INJECTOR CYLINDER 2 RETURN INJECTOR CYLINDER 2
INJECTOR CYLINDER 6 INJECTOR CYLINDER 5 INJECTOR CYLINDER 4 INJECTOR CYLINDER 3 INJECTOR CYLINDER 2 INJECTOR CYLINDER 1
T958 BK T952 BK
1 2 X926 GY X920 BR 35 57
INJECTOR CYLINDER 1 RETURN INJECTOR CYLINDER 1
T957 BK T951 BK
3 4
INTERNAL (ROCKER COVER)
EXTERNAL
INTAKE MANIFOLD PRESSURE SENSOR
1 2 3
T997 OR T993 BR X731 BU
46 38 55 47 39 56
IMP POWER SUPPLY (+5V) IMP RETURN IMP SIGNAL
L730 OR Y947 BR 994 GY
OIL PRESSURE SENSOR PWR (+5V) OIL PRESSURE SENSOR RETURN OIL PRESSURE SENSOR SIGNAL
OIL PRESSURE SENSOR
2 3
R997 OR Y948 BR Y946 BU
48 40 51
FMP SENSOR POWER SUPPLY (+5V) FMP SENSOR GROUND FMP SENSOR SIGNAL
FUEL MANIFOLD PRESSURE SENSOR
2 3
COOLANT TEMPERATURE SENSOR
1 2
995 BU
43
COOLANT TEMP SIGNAL
INTAKE MANIFOLD TEMPERATURE SENSOR
1 2
C967 BU L731 BR
42 37
IMT SIGNAL TEMPERATURE SENSOR RETURN
CRANKSHAFT SPEED/ TIMING SENSOR
1 2
996 GN E965 BU
10 52
SPEED SENSOR POWER (+8V) CRANK SPEED/TIME SENS SIG
P920 BR
53
PUMP /CAM SPEED SENS SIG
PUMP / CAM SPEED SENSOR
1 2
Y950 YL Y951 PU
25 26
FUEL PUMP SOLENOID PWM SIG FUEL PUMP SOLENOID RETURN
C211 BK M795 WH
19 17
WASTEGATE RETURN WASTEGATE PWM SIGNAL
FUEL PUMP SOLENOID
1 2 A B D E F G C H 101 RD 229 BK 944 OR 945 BR Y793 YL Y792 PK 18 45 21 20 23 24

BAT+ (FOR COMMS ADAPTER) BAT - (FOR COMMS ADAPTER) CDL+ CDLJ1939 J1939 +
DIAGNOSTIC CONNECTOR (9 PIN)
ELECTRONIC WASTEGATE ACTUATOR
1 2
NOT ALWAYS FITTED ON FIXED SPEED ENGINES
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1104D Factory Installed Wiring and Components

A4E2 ECM
Diagnostic (If Equipped)
Fuel Pump
J1
J2
64 Pin Plug
Coolant Temperature
Oil Pressure
Wastegate Regulator
(If Equipped)
Intake Manifold Pressure Pump/Cam Speed/ Timing
Crank Speed/Timing
Fuel Rail Pressure
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1104D Engine Wire Harness Schematic

A4E2 ECM J2 Connector
T960 BK T954 BK
1 2
X929BU X923 OR X928 GN
34 58 8 64
T959 BK T953 BK
3 4
X922 WH
X927 YL T958 BK T952 BK 1 2 X921 PK X926 GY X920 BR T957 BK T951 BK 3 4
7 63 35 57
INJECTOR CYLINDER 4 INJECTOR CYLINDER 3 INJECTOR CYLINDER 2 INJECTOR CYLINDER 1
INTERNAL (ROCKER COVER)
EXTERNAL
INTAKE MANIFOLD PRESSURE SENSOR
1 2 3 T997 OR T993 BR X731 BU 1 L730 OR Y947 BR 994 GY 46 38 55 47 39 56

IMP POWER SUPPLY (5V) IMP RETURN IMP SIGNAL
OIL PRESSURE SENSOR PWR (5V) OIL PRESSURE SENSOR RETURN OIL PRESSURE SENSOR SIGNAL
OIL PRESSURE SENSOR
2 3
R997 OR Y948 BR Y946 BU
48 40 51
FMP SENSOR POWER SUPPLY (5V) FMP SENSOR GROUND FMP SENSOR SIGNAL
FUEL MANIFOLD PRESSURE SENSOR
2 3
COOLANT TEMPERATURE SENSOR
1 2
995 BU
43
COOLANT TEMP SIGNAL
INTAKE MANIFOLD TEMPERATURE SENSOR
1 2
C967 BU L731 BR
42 37
IMT SIGNAL TEMPERATURE SENSOR RETURN
CRANKSHAFT SPEED/ TIMING SENSOR
1 2
996 GN E965 BU
10 52
SPEED SENSOR POWER (8V) CRANK SPEED/TIME SENS SIG
P920 BR
53
PUMP /CAM SPEED SENS SIG
PUMP / CAM SPEED SENSOR
1 2
Y950 YL Y951 PU
25 26
FUEL PUMP SOLENOID PWM SIG FUEL PUMP SOLENOID RETURN
C211 BK M795 WH
19 17
WASTEGATE RETURN WASTEGATE PWM SIGNAL
FUEL PUMP SOLENOID
1 2 A B D E F G C H 101 RD 229 BK 944 OR 945 BR Y793 YL Y792 PK 18 45 21 20 23 24

BAT+ (FOR COMMS ADAPTER) BAT - (FOR COMMS ADAPTER) CDL+ CDLJ1939 J1939 +
DIAGNOSTIC CONNECTOR (9 PIN)
ELECTRONIC WASTEGATE ACTUATOR
1 2
NOT ALWAYS FITTED ON FIXED SPEED ENGINES
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1106D Principal Engine Electronic Components
Intake Temperature
Intake Pressure Sensor
Coolant Sensor
ECM
Fuel Pump Solenoid
Pump/Cam Speed Sensor
Oil Pressure Sensor Crank Speed Sensor
Note: Variable Wastegate Fitted to Right Hand Side
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1104D Principal Engine Electronic Components
Fuel Pump Solenoid
Intake Temperature Sensor
Coolant Temperature Sensor ECM J1 Connector
Intake Manifold Pressure Sensor
Pump/Cam Speed Sensor Crank Speed Sensor Oil Pressure Sensor Note: Wastegate Regulator Fitted to Right Hand Side of Engine
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Customer System Overview Key Elements

The engine can be wired and configured many different ways dependant on the requirements of the OEM. The key elements to consider are
Connection, Power and Grounding

The engine ECM requires electrical power. The requirements for powering the ECM need careful review. It is important to understand how to connect the ECM to the machine battery, more detail is given in the power and grounding section of this document.
Indication Starting and Stopping the Engine

With the battery connected a single connection to the ECM is required to initialize the ECM. Once initialized the ECM will be ready to control the engine. It is important to consider how the power to pin 40 is controlled, most machines use a simple key-switch to start and & stop the engine. There are specific recommendations for stopping the engine that are specified in the starting and stopping section of this guide. Mandatory requirements regarding operator indication are in place; see the operator display section of this document.
Controlling the Engine

There are specific requirements in this document for controlling engine speed, and auxiliary components. Further information is available in the speed demand section of this document.
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Required Components to Install

Mandatory or Required Components Battery Circuit Protection Key Switch Warning Lamp Shutdown Wait to Start Lamp Glow Plug Relay Speed Demand Input Section Power and Grounding Considerations Power and Grounding Considerations Starting the Engine Operator Displays Operator Displays Operator Displays Cold Starting Aid Engine Speed Demand
Optional Customer Installed Components*

Optional Components Low Oil Pressure Lamp PTO Mode Lamp Maintenance Due Lamp Remote Shutdown Switch (Normally Open) Coolant Level Sensor Water Fuel Sensor Air Intake Filter Restriction Switch Section Operator Displays Operator Displays Operator Displays Stopping the Engine Monitored Inputs for Customer Fitted Sensors Monitored Inputs for Customer Fitted Sensors Monitored Inputs for Customer Fitted Sensors Engine Speed Demand Engine Speed Demand
PWM Throttle Position Sensor Analogue Throttle Position Sensor with Idle Validation Switch (1) Analogue Throttle Position Sensor with Idle Engine Speed Demand Validation Switch (2) Throttle Selection Switch Engine Speed Demand Multi-Position Switch Engine Speed Demand PTO On/Off Switch Engine Speed Demand PTO Set/Lower Switch Engine Speed Demand PTO Raise/Resume Switch Engine Speed Demand PTO Disengage Switch Engine Speed Demand Mode Switch (1) Engine Governor Mode Switch (2) Engine Governor Maintenance Due Reset Switch Additional Options Ambient Temperature Sensor Additional Options * Check Compatibility in specific sections, some components cannot be used together.
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Typical Customer Installed Component Diagram
Battery Isolation Switch
Glow Plug Relay
+
Battery
PWM Throttle
Analogue Throttle with IVS

IVS
Circuit Protection (Mandatory)
Keyswitch
Air Filter Restriction Switch
Magnetic Switch Warning Lamp Stop Lamp Wait to Start Lamp
Coolant Level Switch PTO On/Off Switch PTO Raise/Resume Button PTO Set/Lower Button PTO Disengage
Low Oil Pressure Lamp Modes Switch 1 Maintenance Due Lamp Modes Switch 2 Service Tool Connector Shutdown Switch Maintenance Due Reset Switch
J1939 Termination Resistor
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Example OEM Schematic

The engine can be configured and wired many different ways dependent on the requirements of the OEM. The following four example schematics and descriptions provide a guide for the OEM.
Example 1 Basic Engine Application

This solution is suitable for applications where very little integration or additional engineering is a requirement when compared to the solution used for a mechanical engine. This solution can be used in most mechanically governed engine replacement situations. The OEM needs to consider only basic functions these being Power Supply, Operator Indication, Cold Start Aid and a simple method of controlling the engine speed.
Example 2 Construction Application

An application where the engine, in response to an arrangement of switched inputs will operate at one of a range of defined speeds. This is suitable for applications where the device has multiple operating speeds that are either defined for the specific output reasons, for simplicity of operator use or for operation dependent upon the environment - e.g. quiet modes. This could include: auxiliary engine on road sweeper, multiple speed water pumps, etc. There are sixteen possible set speeds based on four discrete ECM inputs. In addition to the Key-Switch a separate engine shutdown switch is used to stop the engine.
Example 3 Industrial Open Power Unit Application

An application where the engine, in response to a control input, e.g. a button press, accelerates from idle speed up to the pre-defined operating engine speed. Once at the predefined operating speed, the engine speed may be raised or lowered by increment / decrement button presses. This is suitable for enhancing some of the applications of the single speed (set speed) control, or to provide a variable speed control without having a throttle pedal / lever. This functionality may benefit when the user wants to use set speed operation, but with the capability to adjust it themselves - users may have a favorite operating speed. This could include concrete pumps, hydraulic driven machines.
Example 4 Agricultural Application

The application will allow single or twin throttles, engine twin set speed control, Multi mode operation, integrated display drive, etc. This set-up is suitable for applications where the customer requires a high degree of operator control over the machines behavior. It is one of the most complex applications. Typically this is used in mobile applications that may be driven to the place of work and then require operator selectable speed operation whilst performing their chosen task. This could include: Tractors, Combines, Backhoe loaders.
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Example 1 - Basic Schematic OEM Harness

Basic OEM Wiring Schematic Chris Crawford 21st AUG 2006 A4E2 ECM J1 CONNECTOR UNCONTROLLED DOCUMENT FOR INDICATION ONLY Caterpillar Confidential Green
Template file: 1100D series OEM wiring_V04.vsd
NOTE 7 7 8 15 16
BATTERY + BATTERY + BATTERY + BATTERY +
1 2 3 9
OFF ON START
BATTERY BATTERY BATTERY BATTERY BATTERY -
10 5A 40
IGNITION KEYSWTICH
IGNITION KEY SWITCH
STOP LAMP TO STARTER MOTOR MAG SWITCH WARNING LAMP NOTE 2 COLD START - WAIT TO START LAMP
60
STOP LAMP
59
WARNING LAMP
63
COLD START LAMP
LOW OIL PRESSURE LAMP
62
LOW OIL PRESSURE LAMP (OPTIONAL)
NOTE 4
57 NOTE 5
START AID CONTROL
GLOW PLUG RELAY
TO GLOW PLUGS
Battery 43 PWM THROTTLE SENSOR

SENSOR SUPPLY 8V
53
PWM THROTTLE SENSOR INPUT
33
SENSOR RETURN
NOTES
1. N/A 2. Fuse value depends on Mag Switch circuit current 3. N/A 4. Fit suppression diodes across relay coils 5. Glow Plug fuse rating differs between 4cyl and 6cyl engines and system voltage 6. Starter motor control circuits will vary 7. Fuse value dependant on system voltage
J1 PLUG
Rear View of J1 Plug
Front View of J1 Plug
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Example 2 - Construction Schematic OEM Harness

Construction OEM Wiring Schematic Chris Crawford 21st AUG 2006
CAN J1939 BUS NOTE 1 120 OHM
A4E2 ECM J1 CONNECTOR
UNCONTROLLED DOCUMENT FOR INDICATION ONLY Caterpillar Confidential Green

20 21 22 NOTE 3 23 24
CAN J1939 + CAN J1939 CAN J1939 SHIELD CDL + CDL -
NOTE 7
120 OHM 7 8 15 16
1 2 3 9
OFF ON START
10 5A 40
IGNITION KEYSWTICH
IGNITION KEY SWITCH
60
STOP LAMP
59
WARNING LAMP
63
COLD START LAMP
62
NOTE 4
57 NOTE 5
START AID CONTROL
GLOW PLUG RELAY
TO GLOW PLUGS
Battery
S1
CMN
10 POSITION ROTARY SWITCH
49 50 51 52
THROTTLE POSITION SWITCH 1 THROTTLE POSITION SWITCH 2 THROTTLE POSITION SWITCH 3 THROTTLE POSITION SWITCH 4
S2 S3 S4
48
SHUTDOWN SWITCH (CLOSE TO STOP)
35
SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional 2. Fuse value depends on Mag Switch circuit current 3. CDL connection may be used for secondary diagnostic connection 4. Fit suppression diodes across relay coils 5. Glow Plug fuse rating differs between 4cyl and 6cyl engines and system voltage 6. Starter motor control circuits will vary 7. Fuse value dependent on system voltage Rear View of J1 Plug
J1 PLUG
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Example 3 Industrial Open Power Unit Schematic OEM Harness

IOPU OEM Wiring Schematic Chris Crawford 21st AUG 2006 A4E2 ECM J1 CONNECTOR UNCONTROLLED DOCUMENT FOR INDICATION ONLY Caterpillar Confidential Green
NOTE 7 7 8 15 16
1 2 3 9
OFF ON START
10 5A 40 PTO MODE LAMP
IGNITION KEYSWTICH
61 60
PTO MODE LAMP (OPTIONAL)
IGNITION KEY SWITCH
STOP LAMP
59
WARNING LAMP
63
COLD START LAMP
62
NOTE 4
57 NOTE 5
START AID CONTROL
GLOW PLUG RELAY
TO GLOW PLUGS
Battery
ON / OFF SET / LOWER 52 RAISE / RESUME 51 50 DISENGAGE SWITCH 49

PTO MODE - ON / OFF PTO MODE - SET/ LOWER PTO MODE - RAISE /RESUME PTO MODE - DISENGAGE (NC)
35
SWITCH RETURN
NOTES
1. N/A 2. Fuse value depends on Mag Switch circuit current 3. N/A 4. Fit suppression diodes across relay coils 5. Glow Plug fuse rating differs between 4cyl and 6cyl engines and system voltage 6. Starter motor control circuits will vary 7. Fuse value dependent on system voltage
J1 PLUG
Rear View of J1 Plug
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Example 4 - Agricultural Schematic OEM Harness

Agricultural OEM Wiring Schematic Chris Crawford 21st AUG 2006
CAN J1939 BUS NOTE 1 120 OHM
A4E2 ECM J1 CONNECTOR
UNCONTROLLED DOCUMENT FOR INDICATION ONLY Caterpillar Confidential Green

20 21 22 NOTE 3 23 24
CAN J1939 + CAN J1939 CAN J1939 SHIELD CDL + CDL -
NOTE 7
120 OHM 7 8 15 16
1 2 3 9
OFF ON START
10 5A 40 PTO MODE LAMP
IGNITION KEYSWTICH
61 60
PTO MODE LAMP (OPTIONAL)
IGNITION KEY SWITCH
STOP LAMP
59
WARNING LAMP
63
COLD START LAMP
LOW OIL PRESSURE LAMP MAINTENANCE DUE LAMP
62
58
MAINTENANCE DUE LAMP (OPTIONAL)
MAINTENANCE DUE RESET SWITCH NOTE 4
36
MAINTENANCE DUE RESET SWITCH
57 NOTE 5 41 TO GLOW PLUGS ANALOGUE THROTTLE SENSOR 1 54 33 45
START AID CONTROL
SENSOR SUPPPLY 5V
ANALOGUE THROTTLE INPUT 1
GLOW PLUG RELAY
SENSOR RETURN IDLE VALIDATION (IVS 1) N/C
42 ANALOGUE THROTTLE SENSOR 2 55 34 44 Battery
SENSOR SUPPPLY 5V
ANALOGUE THROTTLE INPUT 2
SENSOR RETURN IDLE VALIDATION (IVS 2) N/C
ON / OFF SET / LOWER 52 RAISE / RESUME 51 50 DISENGAGE SWITCH 49

PTO MODE - ON / OFF PTO MODE - SET/ LOWER PTO MODE - RAISE /RESUME PTO MODE - DISENGAGE (NC)
39 46 MODE SWITCH 1 MODE SWITCH 2
MODE SWITCH 1 MODE SWITCH 2
THROTTLE SELECTION SWITCH
47
THROTTLE SELECTION SWITCH
35
SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional 2. Fuse value depends on Mag Switch circuit current 3. CDL connection may be used for secondary diagnostic connection 4. Fit suppression diodes across relay coils 5. Glow Plug fuse rating differs between 4cyl and 6cyl engines and systme voltage 6. Starter motor control circuits will vary 7. Fuse value dependent on system voltage Rear View of J1 Plug
J1 PLUG
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Power and Grounding Considerations

Engine Block Grounding
Although the engine electronics are all directly grounded via the ECM connector, it is also necessary that the engine block be properly grounded to provide a good return path for components such as Starter Motor, Alternator and Cold Start Aids. Improper grounding results in unreliable electrical circuit paths. Stray electrical currents can damage mechanical components, and make electronic systems prone to interference. These problems are often very difficult to diagnose and repair.
Ground stud on Starter Motor

If the Starter motor has a grounding stud then this should be used. The ground connection should be preferably be made directly back to the battery negative terminal. The starter motor ground path must not include any flanges or joints. Painted surfaces and flexible mounts in particular must be avoided. Star washers must not be relied upon to make contact though paint. The ground cable should be of cross section 67.4 mm (00 AWG) or greater.
Ground Connection to Tapping on engine Block

A separate engine block ground should be used in addition to the starter motor ground. A ground cable, direct from the battery negative or starter ground terminal, should be connected to a ring terminal which connects to one of the three tappings shown in diagram 1 and 2. The tapped holes will be reserved for customer use and can be used for grounding purposes. If a tapping is used then it should be checked to be free of lacquer, paint and dirt before the connection is made. A M10 metric screw should be used plated with Zinc. A washer should retain the ring terminal and the screw tightened to 44 Nm (32Ibft) It is preferable to use a conductive grease to ensure the reliability of this connection.
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Ground Point Option 1
Diagram 1 Ground Point 1 & 2
Diagram 2 Ground Point 3
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Power and Grounding Considerations

Voltage and Current requirements
The ECM power supply requirements must be carefully considered when designing the supply circuit; there are specific limitations that must be considered in the design to ensure a reliable consistent power supply to the engine electronic components. The table provides the electrical characteristics and limitations for the A4:E2 ECM.
VOLTAGE SUPPLY SYSTEM

Max Peak Current Peak Current Cranking Max RMS Current* Suggested Fuse Rating** Sleep Current Min Running Voltage Max Running Voltage*** Minimum ECM Voltage during Cranking Maximum total ECM power circuit wire resistance Target circuit resistance
12V 60A 36A 13A 25A <8mA 9V 16V 5.5V 50 mOhmns 40 mOhms
24V 60A 36A 7.5A 20A <10mA 18V 32V 5.5V 100 mOhmns 80 mOhms
*Max RMS current measurements conducted on engine running at rated speed and load. RMS current will vary with engine speed (assuming constant voltage) no Lamp Drivers or application side components fitted during measurement. ** Suggested fuse rating are based on automotive blade type fuses and are for guidance only. ***The ECM can survive higher voltages. ECM will survive for at least 2 minutes on a supply voltage of 30V for 12V systems and 48V for 24V systems.
ECM power supply circuit resistance

Often during engine cranking the battery voltage will drop to values much lower than the normal system operating voltage. The minimum permissible voltage measured at the ECM during cranking is 6V. The power requirements to drive the engine electronic components such as the Injectors and fuel pump circuit remain the same during cranking; for this reason the ECM power supply circuit resistance becomes very important and will affect the voltage seen at the ECM. The table below illustrates the difference between the voltage at the ECM during cranking and normal running conditions: Parameter System Voltage at the Battery Engine ECM Current Draw Total ECM power supply resistance Voltage Drop (I*R) Voltage at the ECM Engine Cranking 8V 36A 40 mOhms 1.44V 6.56V Engine Running 13.8V 36A 40 mOhms 1.44V 12.36V
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The maximum permissible circuit resistance including positive and negative wires is 50mOhms for 12V systems and 100mOhms for 24V systems, however Perkins recommends that this value should not be targeted during design, as it is often difficult to predict the final circuit resistance when considering other factors such as fuse holders, connector resistance and aging. A target calculated circuit resistance including wire and connections of 40mOhms for 12V systems 80mOhms for 24V systems is recommended. The table below provides typical wire resistance for various cross sections of copper wire.
Wire Gauge AWG mm2 6 13.5 8 9 10 4.5 12 3 14 2
Typical wire resistance (mOhms) and length (m) @20C 2m 4m 6m 8m 10m 2.8 5.6 8.4 11.2 14 4 8 12 16 20 8 16 24 32 40 14 28 42 56 70 20 40 60 80 100
A4E2 ECM Total Circuit Length Circuit Load (ECM)
Battery Note: Circuit protection not shown
As with all electrical circuits wire should be selected so that the rated maximum conductor temperature is not exceeded for any combination of electrical loading, ambient temperature, and heating effects of bundles, protective braid, conduit and other enclosures. Consult wire manufacturers data sheets for further information.
Page 29 of 117
Negative Wire Resistance (Ohms)
Positive Wire Resistance (Ohms)
Production May 07
Battery (+) Connection

The ECM requires four un-switched battery positive inputs; the inputs should be permanently connected to the machine battery. When the ignition key switch is off the ECM is in a sleep mode where it draws a very small residual current through the four battery connections. When the ignition key switch is turned on the ECM will become active. It is recommended, therefore that the ignition keyswitch is turned to the off position when connecting or disconnecting the ECM J1 connector, to prevent large sparks which may cause damage to the pins. The power supply to the ECM should be taken from the battery, and not from the starter motor terminals to avoid unnecessary system noise and voltage drops. Note that there are 4 ECM pins allocated for battery positive. All 4 pins must be used. The correct system voltage must be applied (12V or 24V), as the following components on the engine are system voltage sensitive: Wastegate Regulator Glow Plugs Alternator Starter Motor
Battery (-) Connection

The ECM requires five un-switched battery negative inputs; the inputs should be permanently connected to the machine battery.
Battery Connection Do Not supply power to the ECM from the starter motor connections:
Right
Wrong
Starter Motor Battery
+
Note: Circuit protection not shown
Battery
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Correct method of ECM battery connection.
Right
ECM Connector
Engine Starter Motor
Fuse
Chassis
Correct Power Supply Wiring ECM Positive wires connected direct to battery, not via starter motor Power supply wires go to all 4 positive pins and all 5 negative pins on the ECM Connector Negative is wired to the battery rather than return through chassis The engine is grounded
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Incorrect method of ECM battery connection.
Wrong
ECM Connector
Engine Starter Motor
Chassis
Chassis
Incorrect wiring Positive wired via starter motor. High volt drop to ECM on starting Single pin on ECM used for each of positive and negative supply. Possibly exceeding pin ratings and possibly causing risk of arcing or over heating. ECM return through chassis risk of conducted noise and also additional voltage drop. Engine not grounded risk of engine component damage.
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Engine ECM Power Supply Circuit Resistance Test

It is not possible to accurately measure the machine ECM power supply wire resistance using a standard ohmmeter alone; it is therefore necessary to use a specific test circuit. The diagram and table below details the test apparatus used in the circuit to determine the engine ECM circuit resistance. The circuit consists of two voltmeters and a resistor connected to the J1 ECM plug that can be switched in and out of circuit using a relay. Its very important to keep the test circuit resistance to a minimum, use a relay with low contact resistance (preferably silver oxide or gold) and short lengths of heavy gauge wire. Component J1 Receptacle 2.2Ohm Resistor 200w Relay (low contact resistance) Push button Voltmeter Perkins part number N/A N/A N/A N/A N/A Supplier Part number 12244365 N/A N/A N/A N/A Quantity 1 1 1 1 2
V1
R1
Voltmeter 1
2.2 Ohms 200 watts
Voltmeter 2
15
16
10 J1 Engine ECM Plug
V2
Machine Harness
+
Machine Battery
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Test Procedure
Record the measured resistance value of the test resistor used. Disconnect the J1 engine ECM plug from the ECM and connect the test apparatus detailed in the above diagram to the plug. Press the button for three seconds at the same time record the voltage measured from Voltmeter 1 and Voltmeter 2. Formula: Power Supply Circuit Resistance (mOhms) = 1000 * (R1 * (V2 V1)/ V1) V1 = Voltmeter 1 Measured Value V2 = Voltmeter 2 Measured Value R1 = Measured Resistor Value Worked Example V1 = 11.8 V2 = 12 R1 = 2.21 Ohms 1000 * (2.21 * (12 11.8)/11.8) 1000 * (2.21 * 0.1695) 1000 * (0.375) Harness Resistance = 37.5 mOhms
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Inductive Energy Fly-back Suppression Diode

When an inductive load is suddenly switched off fly-back energy is introduced to the circuit. This is can be observed as a voltage spike. When using an ECM output to drive an inductive load such as a relay or solenoid, circuit protection needs to be considered. To prevent unnecessary ECM circuit loading use relays or solenoids with integral fly- back suppression components to suppress induced fly-back energy.
Relay with Suppression Diode
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Connectors and Wiring Harness Requirements

ECM connector
The A4E2 engine ECM has an integral rectangular 64-pin Delphi Packard socket; the socket is grey in appearance and is the customer/OEM connection point. To make a connection to the engine ECM the components listed in the table below are required.
Qty 1 1 2 N/A
Description (photo ref.) Plug Assembly (1) Wire Dress Cover (2) Terminal Lock (TPA) (3) Contact Socket (Terminal)(4) formed option for high volume machine crimping only. Contact Socket (Terminal) machined option for hand crimping with CH11155 Sealing Plug (5)
Delphi Part Number 15488667 15488664 15404650 15359002
Perkins Part Number 28170110 28170035 28170034 N/A
N/A
N/A
28170085
N/A
12129557
245-1048
The above components are available in kit form. The kit will provide all the necessary components to make one basic engine connection. Description Connector Kit Perkins Part Number U5MK8198
Components required for A4E2 engine ECM connection
The wire dress cover must be fitted to prevent direct jet washing onto the rear connector seals.
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Connector Layout
The diagram below illustrates the pin layout, looking from the rear of the connector
Tightening the OEM Connector

A central 7mm AF hex screw retains the connector. This screw should be tightened to a torque of 5Nm+/- 1 (3.7+/-0.7lbft). Perkins does not recommend the use of non conductive grease with the ECM connector.
ECM connector Wire Gauge Size

All connections must be made with 0.82mm (18AWG) wire with GXL type insulation. Min outside diameter (Inc Insulation) = 1.85mm Max outside diameter (Inc Insulation) = 2.5mm
ECM Connector Terminals

The OEM connector terminals should be Delphi p/n 15359002
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Terminal Retention
Two terminal position assurance components should be used once all terminals have been crimped and inserted into the connector body. Terminal Position Assurance - Perkins part No. 28170035 (Delphi p/n 15404650) Note: It is critical that two terminal position assurance components are used.
Connector body and terminal assurance components When a terminal has been properly crimped and retained, it will be able to withstand a pull test of 45N (10lb)
Hand Crimping For Prototype machines and Low Volume Production:

A hand crimp tool and appropriate Die are required for crimping contact sockets - (Delphi p/n 15359002). The hand crimp tool and removal tool for removing the sockets from the connector body are available from Power and Signal Group (PSG). Perkins hand crimping solution Component Contact socket Crimp Tool number Removal tool Delphi Solution Component Contact sockets HT micro 100W Crimp Tool with Die European Use Only Delphi Crimp Tool Removal tool Perkins part number N/A N/A Supplier Part number 15359002 HT42000480-1 Perkins part number 28170085 CH11155 N/A Supplier Part number 10-613370-020 Deutsch HDT-48-00 15314902
N/A N/A
12129557 15314902
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Note: The insulation should be stripped to 5 mm from the end of the wire. Only a single wire must be crimped into each terminal.
ECM connector sealing plug installation guidelines

All unused connector socket slots must be filled with sealing plugs - Delphi p/n 12129557. Due to the small size of the sealing plugs, it may be quicker to install sealing plugs in all cavities, and then remove those which are not required, rather than to try to fit the sealing plugs when wires have already been inserted into the back of the connector. Note: do not use non conductive grease to seal unused terminal cavities.
OEM harness Retention at the ECM

A wire strain relief component should be used to prevent ECM connector damage. The wire strain relief component is assembled to the engine ECM during engine manufacture and will be supplied on the engine. Wire bundle size may vary between applications. Cable tie/Wire tie slots are provided for correct bundle retention. Use the correct slots. Use Strain Relief and correct slots for the harness bundle size:
Small Bundle
Medium Bundle
Large Bundle
Machine Crimping For High Volume Production

The hand tool may not be the appropriate solution for crimping terminals in a high volume production environment. The OEMs harness manufacturer should contact their local Delphi component distributor directly.
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Harness Wiring Standards

General Recommendations for Machine Wiring harnesses
The following are general good practice for wire harnesses. It is the responsibility of the machine designer to follow standards appropriate to the application type and to the geographical territory where the machine will be operated. These recommendations do not replace in any way any industrial standards or legislative requirements:
Connectors
It is strongly recommended that high quality, sealed connectors are used throughout. Automotive standard components are not necessarily suitable as they are often only designed for a very low number of disconnect/reconnect cycles. Connectors should be horizontally mounted rather than vertically mounted to prevent ingress of water/chemicals. Whenever possible, connectors should be mounted such that they are protected from direct exposure to extreme cold. Connectors can be damaged by frost if water does penetrate the seals. Cables should not bend close to the connector seals, as the seal quality can be compromised. The correct wire seal must be selected for the diameter of wire used. Cables should be selected of an appropriate cross section for the current and voltage drop requirements Where large numbers of wires go to the same connector, it is essential that no single wire is significantly shorter than the others, such that it placed under exceptional strain.
Cable routing.
Cables should be routed such that bend radii are not too tight. A cable should not be either in compression or tension, nor should it be excessively long or loose, such that sections may become caught or trapped. Clips should be used at regular intervals to support cables. These clips should be of the correct diameter to grip the cable firmly without crushing it. Ideally, harnesses should not rub against any mechanical components. The only points of contact should be clamps and connectors. If this is not possible then as a minimum they should not touch components that are hot, that move or vibrate, or that have sharp edges Conductors carrying high currents or voltages, particularly when these are alternating or switched, should be physically separated from conductors carrying small signal currents. In particular, high current and signal wires should not run parallel in the same harness bundle for any significant distance. Ideally, if high current wires must be in proximity to signal wires then they should cross at right angles. The engine wire harness should not be used by the installer for as a support for any components that are not supplied as part of the engine. For example, external hoses and wires should not be tied to the engine harness.
Mounting location for electronic modules

The least harsh possible location should be selected for an electronic component or module, even one that is robustly designed. Select the mounting location carefully, therefore, considering exposure to frost, vibration, heat, mechanical damage, or ingress of water, dust or chemicals.
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Care should be taken during design to ensure that components are accessible for repair and possible replacement in the field. Poor maintenance access may lead to poor quality repairs in the field.
Electromagnetic Compliance (EMC)

Special measures should be taken to shield cables if the application is to be used in extreme electromagnetic environments e.g. aluminum smelting plants. If screened cable is used, the screens should be connected to ground at one point only. That point should be central if possible
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Diagnostic Connector
A 9 pin diagnostic connector is fitted to the engine wire harness on all industrial engines. Various diagnostic and development tools may use the connector to access the engine data links. If the connector is inaccessible when the engine is in the application or no connector is fitted to the engine wire harness, provisions should be made to allocate an alternative location for diagnostic connection. In this case it is recommended that a diagnostic connector be wired in a location that can be easily accessed, free from possible water/dirt ingress and impact damage. The engine wire harness must not be changed or modified. To wire a diagnostic connection use the data link pins available on the OEM J1 ECM connector. It is recommended that all customer installed 9 pin diagnostic connectors be wired according to the diagram below:
Battery + Battery Service Tool Connector A J1 B PDL + PDL J1939 + J1939 D E G F 23 24 20 21 PDL + PDL J1939 + J1939 ECM
Mandatory Requirement for Prototype Machines It is mandatory for all prototype machines to have access to the engines PDL and J1939 CAN data links.
Termination Resistor
It is recommended that termination resistors be wired to the OEM machine harness as stated in the SAE standard. If the engine is the only CAN J1939 devise ever present on the machine it is not necessary to wire the resistors. It is important to note, however that if devices such as handheld code readers, CAN PC tools or Navigation systems are installed in field later, resistors will be required. 9 Pin Diagnostic Connector Part Numbers Description Receptacle Receptacle End Cap Deutsch Part Number HD10-9-96PE HDC-16-9 Perkins Part Number 2900A026 2900A018
Pin Information
Pin Description Battery + Battery PDL + PDL J1939 J1939 + Diagnostic Connector Pin A Pin B Pin D Pin E Pin F Pin G J1 OEM 64 way Connector
23 24 21 20
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Starting and Stopping the Engine

Starting the Engine
Unlike mechanically controlled fuel systems no customer connection to the fuel pump solenoid is necessary. To activate the engine ECM battery voltage needs to be constantly applied to pin 40. When the ECM is active the engine crankshaft needs to be rotated above a minimum cranking speed, a typical cranking speed is 180rpm (this will differ dependent on the application). Once the ECM has determined engine cranking speed and engine position, fuel pressure and delivery will be controlled. The most popular way to control engine starting is by a specifically designed 3 position key switch. The key switch controls battery voltage to the keyswitch input and the starter motor circuit. Some application may require a 4-position switch to run auxiliary equipment when the engine is not running.
OFF
2
ON START
POSITION POSITION 1 - OFF POSITION 2 - RUN POSITION 3 - START
TERMINALS 2&4 1&4 1, 3 & 4
IGNITION KEY SWITCH
START
Automatic Starting Some applications need to be started automatically. There is no automatic start feature available on this product. If an automatic start sequence is required the following points must be considered: Start Aid - Wait to Start Control Starter Cranking Duration Starter Abutment Detection Number of Start Attempts Starter Disengagement Speed Warm Up Period Cool Down Period
The ECM software considers the engine running when the engine speed is 100rpm below the desired engine speed or has reached 1400rpm, at this point after a predetermined period of time the engine will switch from cranking fuel maps to running fuel maps. It is important to note that starter motors must be disengaged earlier to prevent the starter motor being driven by the engine. The engine is considered stalled when the engine has dropped below 300rpm. When the engine is running the engine firing order is: Engine 1104D 1106D Firing Order 1-3-4-2 1-5-3-6-2-4
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Stopping the Engine (and Preventing Restart)

There is often some confusion about the different methods and devices used to either stop the engine or to prevent it from starting. These devices may be divided into the following categories: Ignition Keyswitch Emergency Stop Button Battery Isolation Switch Remote Stop Button Datalink stop Each of these devices is described below to assist the OEM in selecting the method that is most suitable for his machine and his market. It remains, however, the responsibility of the OEM to ensure compliance of the machine with legislation in the territories into which it is sold. It is recommended that the OEM performs a risk assessment such as a Failure Mode Effects Analysis (FMEA) on the application to determine the most appropriate method of stopping the engine and/or preventing it from being restarted.
Ignition Keyswitch
It is a Perkins requirement that all machines have an simple intuitive and accessible method of stopping the engine. This will normally be a directly wired Ignition Keyswitch. When the keyswitch is turned to the off position or when the key is removed, power must be removed from the ignition keyswitch pin (pin 40) of the ECM J1 connector.
Emergency Stop Button

An emergency Stop button is a failsafe method for an operator to stop a machine to protect people or equipment. Emergency Stop buttons are defined by national or international standards in terms of colour, functionality, shape, size, latching /locking. In the EU for example, they are described in the Machinery Directive. For mobile machines, however, true emergency stop buttons are not always appropriate and are rarely fitted, due to the following issues: Legislation is designed principally for static industrial machinery (e.g. lathe) where the main power source is mains electricity. Stopping a diesel engine in a mobile machine may not always be safe. In particular the vehicle may need the power to move to a safe position (for example off the public highway, or off a railway track) In practice it is difficult to find components such as safety relays which are suitable for mounting on mobile machines due to the high vibration and water ingress protection, and the low voltages that occur during starting Fail-safe wiring can be a cause of machine unreliability and can create faults that are difficult to detect in the field. If a true emergency stop button is required for an application it is recommended that it is implemented such that both the +battery and the ignition keyswitch lines are cut directly by the emergency stop button. Perkins do not provide a standard recommendation, or approval, for a circuit for multiple emergency stop buttons, as the differences between application mean that significant time and resources are necessary to design a system which will be fail safe without adversely affecting reliability.
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Battery Isolation Switches

Battery Isolation switches are usually fitted in the battery or the engine compartment of a machine. On some machines there may be a small number of low current devices which are not switched off by this device e.g. clocks or anti-theft tracking devices. The function of a battery isolation switch is as follows: Prevent battery discharge during vehicle shipping or storage Protect service technicians from danger caused by inadvertent engine crank or start .To offer good protection of service personnel is it possible to provide a switch which can be locked in the open position (e.g. with a padlock) and the key removed and given to the service engineer who is working on the dangerous components The battery isolation switch is not a suitable method for stopping an engine, as it is not guaranteed to stop the engine as the ECM may continue to operate with power generated by the alternator. It is also possible that opening the battery isolation switch when the engine is running will cause an alternator load dump. This is a kind of electrical transient that can cause damage to electronic components Battery isolation switches are normally fitted in the negative path, close to the battery.
Remote Stop Button

Remote stop is intended to provide a convenient method of stopping the engine. It is not designed to be fail safe and so should not be used assure the protection of either personnel or equipment Remote stop buttons may be used on large machines, which can be operated from ground level and where the operator wants to stop the machine without climbing into the cab. There are a number of variations on remote stop button circuits. The engine uses a single normally open contact, which must be closed to stop the engine. The remote stop button will function as follows: A single switch to ground input on pin 48 of the ECM J1 Connector (Several stop buttons can therefore be connected in parallel) When the switched is closed (or if a button is pressed for longer than 150mS), then the engine will stop. The ECM will remain ON, so it will continue to communicate over J1939 and with the service tool. Note however that it will continue to draw power from the battery so if it is left in this state it will eventually result in a flat battery.
Remote Stop Button
J1 48 35
ECM
REMOTE STOP SWITCH SENSOR RTN
The engine may be restarted by opening the switch and activating the starter motor. The red mushroom emergency stop buttons must not be used for remote stop functions as they may be mistaken for emergency stop buttons as described above.
Datalink stops
It will be possible to stop the engine via a datalink (J1939 or PDL). As per the remote stop button, described above, the datalink stop is not fail safe and does not meet the requirements of emergency stop legislation so should not be relied on to assure the safety of machine operators or other personnel.
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Datalink stops may be used in the following circumstances Immobilisers Machine protection strategies Automatic machine features (e.g. idle shutdown timer) Stopping machines by radio control or other telemetry. Geo-fencing is a particular application, where a machine will not operate outside defined map coordinates It is recommended that if such features are implemented, then they are clearly documented and communicated to the final users and owners of the machine. If this is not done then there may be complaints that the engine is stopping unexpectedly.
Common problems with the application of stop devices

It is possible, although extremely rare, that diesel engines continue to run even if all electrical power is removed. This can happen when high quantities of oil vapour or other inflammable gases are present in the air into the engine. The only way to prevent this is to provide an air inlet shut-off valve (slicer valve). It is not common practice to fit such devices to all engines, but they should be considered where there is a risk of flammable gases (e.g. in petroleum applications), or where the application demands high engine gradebility (slopes) Some hazards are present when the engine is being cranked by the starter motor, as well as when it is running. For example, components will still rotate, hydraulic pressure will still be present, fuel may still be pump to high pressures. If an emergency stop button is pressed, to cut power to ECM and ignition, but is released while the engine is still turning, it is possible for the engine to continue to run.
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Engine Speed Demand

It is necessary to select a device that converts the speed requirements of the engine operator or controller to an electrical signal recognized by the engine ECM. There are five types of speed demand input: Pulse Width Modulation (PWM) Sensor Analogue Sensor PTO mode - also known as engine speed cruise control or set speed control. Multi Position Throttle Switches (MPTS) Torque Speed Control - TSC1 (Speed control over CAN J1939)
The speed demand type must be carefully considered and appropriate for the application. The options must be selected at the time of engine order so that the ECM will be configured correctly, for the type or pedal, lever or control device selected. There are two dedicated software input channels that can be configured to accept specific types of speed demand inputs. The valid combinations and throttle logic are given in the following diagram. PTO mode can be used with Analogue/PWM combinations; it cannot be used with multi position switch. The J1939 TSC1 parameter will override any speed demand input when broadcast. Droop is applied to the requested desired engine speed.
VALID THROTTLE COMBINATIONS AND DROOP

DROOPED DESIRED ENGINE SPEED
REQUESTED DESIRED ENGINE SPEED
VALID COMBINATIONS THROTTLE 1 ANALOGUE PWM MPTS ANALOGUE PWM ANALOGUE PWM MPTS NOT INSTALLED THROTTLE 2 NOT INSTALLED NOT INSTALLED NOT INSTALLED ANALOGUE ANALOGUE MPTS MPTS ANALOGUE NOT INSTALLED THROTTLE 2
ARBITRATED DROOPED DESIRED ENGINE SPEED
PTO MODE (NOT

VALID WHEN USING MPTS)
THROTTLE 1
% DROOP
THROTTLE 1 & 2 ARBITRATION

MANUAL OR HIGHEST WINS OR
OVERALL ARBITRATION
% DROOP
SUMMING
% DROOP
J1939 TSC 1 REQUESTED SPEED DESIRED ENGINE SPEED
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Analogue Sensor
Device Description
Two inputs are available for Analogue throttle devices, which may be either a pedal, lever or cable operated. The Analogue sensor gives a DC Analog output in the range 0.5 to 4.5 volts, when connected to the engine ECM. The ECM provides a regulated 5V 200mA power supply.
Analogue Sensors Connection details

Analogue Throttle 1 +5 VDC SIGNAL RTN IVS IVS CMN J1 41 54 33 45 35 ECM
SENSOR SUPPLY +5 VDC ANALOGUE THROTTLE INPUT 1 SENSOR RETURN IDLE VALIDATION SWITCH SWITCH RETURN
Analogue Throttle 2 +5 VDC SIGNAL RTN IVS IVS CMN
J1 42 55 34 44 35
ECM
SENSOR SUPPLY +5 VDC ANALOGUE THROTTLE INPUT 2 SENSOR RETURN IDLE VALIDATION SWITCH SWITCH RETURN
The Analog sensor should use non-contact Hall effect technology. Robust potentiometer contact sensors designed for use in vehicles may be considered under no circumstances should ordinary carbon track or wire wound potentiometers be used, as they will not be reliable. For all mobile applications, and those where a rapid change in engine speed could cause a hazard, an idle validation switch is required. The idle validation switch closes to ground when the sensor is in the minimum position. Off idle switches and kickdown switches are not monitored by the engine ECM. This Analogue input must only be used to control engine speed from a direct operator input, and is not suitable as the mechanism for speed control by another electronic controller. There is no special requirement for a relationship between angular movement of the pedal and output voltage. This document does not measure component acceptability in terms of: Temperature Vibration Electromagnetic Compatibility Design life Supply voltage requirements (min, max, stability) Legal Compliance It the responsibility of the OEM and the throttle device manufacturer to ensure that the component is suitable for the application in which it is to be used.
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Evaluating Component Compatibility

The following procedure should be used to evaluate whether an Analogue throttle is compatible with the engine ECM. This may be used either by the OEM in selecting components or by the manufacturer of devices which are to be connected to the engine. The following test circuits must be used when evaluating Analogue throttle devices.
Analogue Input Test circuit
22K
V+
normal supply voltage of device under test
Device Under Test

V-
Sig
13V DC
V1
Idle Validation Switch Test Circuit
2K
IVS V+
Normal supply voltage of device (Hall Effect Devices only)
Device Under Test

IVS ground
IVS
13V DC
V2
Test Procedure
Test 1: Output at Min position Place the Device Under Test (DUT) in its minimum or released condition.
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Measure the voltage V1 Test 2: Output at Min position: forced Without causing damage, pull the pedal/ handle hard against the minimum travel end stop. Measure the voltage V1 Test 3: Output at Max position Place the DUT in its maximum or fully depressed condition. Measure the voltage V1 Test 4: Output at Max position: forced Without causing damage push the pedal/ handle hard against the maximum travel end stop. Measure the voltage V1 Test 5: IVS switch Closed Voltage Place the DUT in its minimum or released condition. Measure the voltage V2 Test 6: IVS switch Opening Threshold Place the DUT in its minimum or released condition. Test 7: IVS switch Open Voltage Place the DUT in its maximum or fully depressed condition. Measure the voltage V2 Test 8: IVS switch Closing Threshold Place the DUT in its minimum or released condition. Test 9: track resistance (potentiometer type sensors only) If the DUT is a potentiometer type device, disconnect it from the test circuit and measure the resistance across the track (from V+ to V-)
Required Values
If the results obtained from the tests above are in the ranges specified below, then the device will be compatible with the default values in the ECM.
Test
1 2 3 4 5 6 7 8 9
Parameter
Output at Min position Output at Min position: forced Output at Max position Output at Max position: forced IVS switch Closed Voltage IVS switch Opening Threshold IVS switch Open Voltage IVS switch Closing Threshold Potentiometer Track resistance
Units
Volts Volts Volts Volts Volts Volts Volts Volts K Ohms
Min
0.45 0.4 3.8 0 1.08 4 1.08 1
Nominal
0.6 0.6 4 4 0.5 1.15 10 1.15 2.5
Max
0.7 4.5 1.2 1.22 24 1.22 3
If the results of the tests are not in the range specified in the table above, then the device will not be compatible with the default settings in the ECM. Contact the electronic applications team to determine whether it will be possible to configure the input to meet the device.
Analogue Throttle Switch - EST Configurable Parameters

The throttle configurable parameters must be configured in Cat EST prior to using the analogue throttle feature. The parameters are selectable in the main throttle configuration screen. See the Throttle Calibration section of this guide parameter details.
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PWM Sensor - Compatibility

Device Description
One input is available for a PWM throttle devices that may be pedal, lever or cable operated. A regulated 8V, 100mA power supply is provided by the ECM.
Component Compatibility
The sensor should have a sinking output driver with a frequency of 500hz (+/- 50hz). The sensor should give a valid output within 150ms of power being applied. When mounted on the pedal and lever the target duty cycle should be as follows, however it is possible to deviate from these values by adjusting the throttle configuration in EST. Position Released (low idle) Fully Depressed Acceptable signal duty cycle range 10 to 22% 75 to 90%
Connection details
PWM Throttle Sensor +8 VDC SIGNAL RTN J1 43 53 33 ECM
SENSOR SUPPLY +8 VDC PWM THROTTLE SENSOR INPUT SENSOR RETURN
PWM Throttle - EST Configurable Parameters

The throttle configurable parameters must be configured in Perkins EST prior to using the PWM Throttle feature. The parameters are selectable in the main throttle configuration screen. See the Throttle Calibration section of this guide parameter details.
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PTO mode
PTO mode has also previously been referred to as engine speed cruise control or set speed control PTO mode cost effective way to control engine speed as it only requires switched inputs. Another benefit is that it can be used in an application where it is necessary to control the engine speed from several different points on the machine. The disadvantage of controlling engine speed via PTO mode is that it takes some time to ramp up or down to the required speed.
J1
ON/OFF
ECM 52 51 50 49 35
PTO MODE - ON/OFF PTO MODE - SET/LOWER PTO MODE - RAISE RESUME PTO MODE - DISENGAGE SWITCH RETURN
SET/LOWER
RAISE RESUME DISENGAGE
PTO Mode ON/OFF switch

When this switch input is open then the PTO mode cannot be engaged, and none of the other buttons will have any effect. When the switch is turned off, any adjusted memorized speed will be lost.
PTO Mode Set/lower Button

When the PTO mode is on but not engaged, the first time that the set button is pressed it will save the current engine speed as the memorized speed, and the engine will try to run at this speed. Once that a PTO speed has been engaged, if the pressed again, or if it is held down, then the engine speed will be lowered.
PTO Mode Raise/ Resume Button

If the resume button, is pressed before the set button, immediately after start or after switching ON the cruise control ON/OFF switch then the engine will go to the preset speed as described below. If a the PTO mode has already been engaged by the set button, then the resume/raise button can be pressed or held down to increase the speed. After the PTO mode has been disengaged using the disengage switch described below, then pressing the Resume/Raise button will set the engine speed to the last memorized speed.
PTO Mode Disengage Switch

The disengage switch input is opened the engine speed will not follow the memorised speed, but will return to the next highest engine speed demand The disengage switch may be a operator panel switch, or may be a micro switch on the brake, clutch, or other component of the application
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PTO Mode Preset Speed

The preset speed is programmed via the service tool. A speed may be selected such that if the resume button is pressed, before the set button has been pressed, then the engine speed will jump straight to this speed.
PTO Mode lamp

An optional lamp may be fitted. The positive terminal of the lamp is connected to the battery positive after the ignition keyswitch. The negative terminal of the lamp should be connected to pin 61 of the ECM J1 Connector The lamp will FLASH when PTO mode is switched ON but is NOT ENGAGED. When the PTO mode is engaged then the lamp will be on SOLID when the PTO mode is ON and ENGAGED.
PTO Mode - EST Configurable Parameters

Four parameters must be configured in Perkins ET prior to using the PTO feature. The parameters are listed in the main configuration screen
PTO and Throttle Lock Parameters EST Description Range or Option

Throttle Lock Feature Installation Status PTO Engine Speed Setting Throttle Lock Increment Speed Ramp Rate Not Installed/Installed 0 to 2500 rpm
Description
Used to install the PTO feature Memorised speed used as the initial resume speed. Speed at which the engine will accelerate or decelerate when holding the raise or lower button down Speed at which the engine will increment or decrement when the raise or lower button is pressed quickly.
20 to 600 rpm/sec
Throttle Lock Engine Set Speed Increment
10 to 200 rpm/sec
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Example of PTO mode operation

It is recognized that the precise function of the PTO mode is difficult to understand from a written text document, especially for engineers who do not have English as their first language. The following table illustrates the operation of the PTO mode feature. In this example, the preset speed has been set on the service tool to 1800 rpm.
On/Off Switch Interrupt Switch 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Quick Close 1 Quickly open 1 1 1 Quickly open 1 1 1 1 1 1 0 1 0 1 0 1 1 1 Quick 0 Close Quick 0 Close
Set/Lower Switch
0 Quick Close
0 Quick Close 1200 2030 2030
Quick Quick Close Close
0 Hold Close 3 secs
Raise resume Throttle Pedal demand Memorised Speed
Hold Quick Close Close 3 secs
0 1200 2030 1200 Disengage - speed retuns to next highest demand (Throttle pedal)
0 1200 2030 1200 Disengage - speed retuns to next highest demand ( Throttle pedal)
Quick 0 Close
1200 1200 1200 1200 1900 1200 1200 1200 1200 1800 1800 1800 1800 1800 1800 1820 2050 2030
1200 1200 1200 1200 1180 2430 1200 1200 2430 Memorized speed lowered by 20RPM but now pedal is highest wins Sets memorised speed to current speed
1200 1200 1200 1200 1800 1800 1800 1800 1200 1200 1200 1200 no effect if both buttons are pressed at once PTO mode switched off. Preset memorised speed now
Resulting engine speed 1200 1200 1800 1800 1900 1800 1820 2050 2030
no effect as PTO mode is not enabled
Pedal overrides PTO (max wins)
PTO jumps to memorised speed
Comments
Speed raised by 20 RPM
PTO mode not enabled
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PTO mode disengaged
PTO mode disenaged
Lowered by 20 RPM
Resumes to 2030
Speed ramps up
Speed ramps up
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Multi Position Throttle Switch (MPTS)

Four switch inputs are available on the ECM for a switch-controlled throttle. The ECM may be configured so that different combinations of switch inputs will relate to different engine speed demands. There are 16 different combinations of states of these 4 switches, although not all of these combinations need to be programmed.
Rotary Switch S1 S2 S3 CMN S4
J1 49 50 51 52 35
ECM
THROTTLE SWITCH INPUT 1 THROTTLE SWITCH INPUT 2 THROTTLE SWITCH INPUT 3 THROTTLE SWITCH INPUT 4 SWITCH RETURN
If a switch combination is detected which has been configured as Not Valid then a fault code will be raised and the ECM will ignore the MPTS for the rest of the key cycle. This is a very powerful and flexible feature that may be used in a number of ways. For example: Controlling hydrostatic machines where engine speed is selected and then not required to be frequently changed by the operator. It is in this respect a good alternative to a hand throttle as the speeds selected on the switch. can be designed to correspond to the optimum operating speeds of hydraulic pumps. A rotary encoded 10 position switch component is available for this function. Please contact the electronic applications team for further details. Machine limp home speed feature. For example, if the normal throttle fails the operator could remove a fuse or a link and the engine would go to a speed that would allow the machine to be moved. In this application only one of the available 4 switch inputs would be used. Elevated idle. For example the OEM could increase the idle speed when work lights are switched on so that the alternator will provide sufficient current to recharge the battery. In this application only one of the available 4 switch inputs would be used. The following table illustrates how the ECM may be configured for a 10 position rotary switch. Multi-Position Switch Configuration Example Switch 4 Switch 3 Switch 2 Switch 1 Open Open Open Open Open Open Open Open Closed Closed Closed Closed Closed Closed Closed Closed Open Open Open Open Closed Closed Closed Closed Open Open Open Open Closed Closed Closed Closed Open Open Closed Closed Open Open Closed Closed Open Open Closed Closed Open Open Closed Closed Open Closed Open Closed Open Closed Open Closed Open Closed Open Closed Open Closed Open Closed
Switch position Not valid 1 3 2 7 6 4 5 Not valid Not valid Not valid Not valid 8 9 Not valid 10
Engine Speed 800 800 1800 1400 2050 2000 1900 1950 800 800 800 800 2100 2200 800 2350
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The service tool configuration allows the user to specify the number of switch inputs to use. It is recommended that where possible the user configures 4 inputs and mark those not used as not valid. If however the user chooses to configure less then 4 inputs using the service tool the physical input allocation vs software input description changes as described in the table below. MPTS Pin Allocation Logic Pin 49 Pin 50 Pin 51 Software Input 1 Software Input 2 Software Input 3 Software Input 1 Software Input 2 Software input 1
4 configured inputs 3 configured inputs 2 configured inputs 1 configured inputs
Pin 52 Software Input 4 Software input 3 Software Input 2 Software Input 1
Multi Position Throttle Switch - EST Configurable Parameters

The throttle configurable parameters must be configured in Perkins EST prior to using the MPTS feature. The parameters are selectable in the main throttle configuration screen.
Torque Speed Control TSC1 (Speed Control Over CAN)

A special J1939 message called Torque/Speed Control #1 (TSC1) allows other electronic devices to control or to limit the engine speed. This message is explained in detail in the J1939 section of this application and installation guide
Arbitration of speed demand

In applications where there is more than one source of engine speed demand, it is necessary to arbitrate between the different demands. There are 3 methods of arbitration: Max Wins. The highest speed demand is the one that controls the engine. This is the default configuration Manual Selection switch. A switch input can be used to define which speed input has control. This is particularly useful in applications where there are 2 driver seat positions. TSC1 override. As described above, the Tsc1 message over J1939 will override speed demand from any other source.
Manual Throttle Selection Switch

A switch input is available on pin 47of the ECM J1 connector, which can be configured to manually select the active speed demand channel. If the switch input is open then Speed demand 1 is selected. If the switch is closed then speed demand 2 is selected.
Ramp Rate
It is possible to limit the overall acceleration rate of the engine speed. The acceleration limit applies to overall engine speed, irrespective of applied strategy. The rate may be configured in ET. The rate is defined in units of rpm per second. 0 rpm/s represents no limit to engine acceleration (i.e. turns off the feature.) The default ramp rate will be 0 rpm/s.
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Throttle Calibration
The majority of throttle components have mechanical and electrical tolerances that affect the final output of a device, for example two components of the same design and part number may produce a different voltage output in the open position. Also after a period of time throttle components can mechanically wear, affecting/changing the output of a device. To accommodate these differences and changes the engine ECM may be configured to automatically calibrate to differing input values at the upper and lower positions. The diagrams below give an example pedal design where the open and closed position of the throttle pedal are set by adjusting the manufacturing adjustment screws. With this type of arrangement the mechanical accuracy is limited and therefore auto calibration may be used. The calibration control logic needs a number of parameters specific to the chosen device to allow auto calibration. This feature is configurable for Analogue and PWM inputs. The algorithm treats either a PWM or analogue input as a raw signal in the range 0 to 100% for example the analogue voltage range is 5V therefore 0.05V is treated as 1%. Several parameters are used to: Define the boundaries for calibration in the open and closed positions Define the amount of deadzone /play from the open and closed positions Define the upper and lower diagnostic boundaries
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Initial Lower Position
mit sition Li
Production May 07
imit er L Low
stic gno Dia
Po Lower
5% 5% 10% 20%
0%
Lower
Deadzo
ne
er ev L n r so atio n t Se Ro
5% 70%
ne zo ion ad sit De Po er p p U lU tia Ini er pp
Uppe
r Pos
Limit ition
85%
Sensor
95% 100%
Diagnostic Upper Limit
Pedal Rotation
Lock Screws Foot Force
Pedal
The diagram above is a simplified representation of a throttle pedal assembly; a small lever attaches the pedal to a throttle position sensor. Two lock screws limit the open and closed pedal movement, one for each position. The lever movement is directly proportional to the electrical output signal of the throttle sensor. The electrical raw signal is shown as a percentage of the total permissible input range. Eight parameters are shown on the diagram scale, each parameter has a purpose; these parameters are required for correct calibration. The parameters are expressed as a percentage of raw signal, the parameters may be changed/configured to match the chosen device:
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Throttle Parameter Description

Diagnostic Lower Limit The lower diagnostic limit is the absolute minimum raw value accepted as a valid signal by the engine ECM. Any values below this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analogue devices are classed as faulted with a voltage of 0.25V and below (5%) this is to prevent a possible open or short circuit being mistaken for a valid signal, for similar reasons a PWM duty cycle should not fall below 5% duty cycle. Lower Position limit This is the minimum point of the lower calibration boundary Initial Lower Position limit This is the maximum point of the lower calibration boundary. This value is also used as the initial lower position when no calibration has been applied. Lower Deadzone This position is given as a discrete raw signal percentage value. The lower dead zone effectively gives some play at the lower position. This dead band is expressed in terms of a raw signal percentage, such that the initial lower position plus the lower dead zone will give the 0% throttle position. Initial Upper Position limit This is the minimum point of the upper calibration boundary. This value is also used as the initial upper position when no calibration has been applied.
Upper Position Limit This is the maximum point of the upper calibration boundary Upper Deadzone This position is given as a discrete raw signal percentage value. The upper dead zone effectively gives some play at the upper position. This dead band is expressed in terms of a raw signal percentage, such that the initial upper position minus the upper dead zone will give the 100% throttle position. Diagnostic Upper Limit The upper diagnostic limit is the absolute maximum raw value accepted as a valid signal by the engine ECM. Any values above this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analogue devices are classed as faulted with a voltage of 4.75V and above, this is to prevent a possible open or short circuit being mistaken for a valid signal, for similar reasons a PWM duty cycle should not go above 95% duty cycle.
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Throttle Calibration Function

When the engine ECM is active the raw throttle signal is continuously monitored. The following diagrams explain how the automatic calibration functions. The adjustment screws in the diagram have been purposely adjusted and differ from the previous throttle pedal diagram. When the engine ECM is active the raw throttle value is checked, if the value falls within the lower calibration region (defined by the lower position limit & Initial lower position limit) calibration will take place. In the diagram below the lever position is at 11% and falls within the lower calibration area so auto calibration will be applied.
Lim Position Lower
it Lim
it
L stic gno Dia
5% 5% 10% 20%
0%
Lower Deadz one
r owe
OUTPUT 11%
er ev L or ion ns tat e S Ro
p Up
5% 70%
ne n zo itio ad os De rP er pe p U ial Init
Lim ition r Pos Uppe
it
85%
Sensor
95% 100%
Pedal Rotation
Pedal
Diagram A, before calibration, the sensor output falls within the lower calibration region, without auto calibration the initial lower position limit is used by the engine ECM as the throttle start point. Once clear of the deadzone the desired engine speed will change. In this case the lever would have to move 14% of the raw signal (9% + 5% deadzone) before desired engine speed changes. This is situation is undesirable.
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Lim Position Lower
it Lim
it
L stic gno Dia
5% 0% 5% 10% 20%
Lower Deadz one
r owe
OUTPUT 11%
er ev L or ion ns tat e S Ro
5% 70%
ne on zo ad siti De Po er er p p p Up U ial Init
ition r Pos Uppe
Limit
85%
Sensor
95% 100%
Pedal Rotation
Pedal
Diagram B, after calibration, the start position used by the engine ECM has changed; with this new initial lower position the lever needs to travel through the deadzone only. Once clear of the deadzone the desired engine speed will change. The same principal applies for the upper calibration region as shown in the following diagram.
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Lim Position Lower
it Lim wer c Lo
it
sti gno Dia
5% 0% 5% 10% 20%
Lower
Deadz one
r ve e rL n so atio n t Se R o
5% 70%
ne on zo ad siti De Po er er p p Up Up ial Init
r Uppe
ion Posit
Limit
85%
Sensor
OUTPUT 75%
95% 100%
Pedal Rotation
Pedal
Diagram C, before calibration, the sensor output falls within the upper calibration region, without auto calibration the initial upper position limit is used by the engine ECM as the throttle maximum point. Once clear of the deadzone the desired engine speed will change. In this case the lever would have to move 10% of the raw signal (5% + 5% deadzone) before desired engine speed changes. This is situation is undesirable.
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Lim Position Lower
it Lim wer c Lo
it
sti gno Dia
5% 0% 5% 10% 20%
Lower
Deadz one
r ve e rL n so atio n t Se R o
ne on zo ad siti De Po er er p p Up Up ial Init
70%
5%
ion Posit Limit
r Uppe
85%
Sensor
OUTPUT 75%
95% 100%
Pedal Rotation
Pedal
Diagram D, after calibration, the maximum position used by the engine ECM has changed; with this new initial upper position the lever needs to travel through the deadzone only. Once clear of the deadzone the desired engine speed will change. The auto calibration feature is continuously active during engine operation if a lower minimum position or higher maximum position is seen auto calibration will take place on the new values. The initial positions (defined by the initial lower position limit and initial upper position limit) will be re-instated whenever the power to the ECM is recycled.
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Idle Validation Switch

Analogue devices must use an idle validation switch. The idle validation switch is required to validate that a change in signal is indeed valid and not a potential electrical fault. Two parameters need to be defined for correct operation. When configured the engine ECM continually monitors the speed demand request and the Idle validation switch. Idle validation maximum ON threshold (Closed) The value is defined as percent raw signal. At low idle the Idle Validation switch should be ON (the input should be switched to ground). When increasing engine speed the ECM will continually monitor the idle validation switch. The switch needs to have switched OFF between the two IVS thresholds. If the switch state does not change by the Idle validation maximum ON threshold the ECM will invoke the limp home strategy and the throttle will not respond. Idle validation minimum OFF threshold (Open) The value is defined as percent raw signal. At high idle the Idle Validation switch should be OFF (the input should be switched to open). When decreasing engine speed the ECM will continually monitor the idle validation switch. The switch needs to have switched ON between the two IVS thresholds. If the switch state does not change by the Idle validation minimum off threshold the ECM will invoke the limp home strategy and the throttle will not respond.
Idle Validation Switch
ON OFF
OFF
ON
ON
5% 21% 25%
OFF
5%
Sensor
100%
Pedal Rotation
Pedal
Diagram, Shows the Idle validation switch transition.
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Cold Starting Aid.

Control of Glow Plugs by the Engine ECM
Glow plugs are fitted as standard on the 1104D and 1106D. When the ignition key switch is switched ON, the engine ECM will monitor the coolant temperature and the inlet air temperature and decide whether the glow plugs are required. If so then the ECM will drive ECM connector pin 57 to ground, activating the glow plug relay. The Glow plug relay is supplied and fitted by the OEM, EST configuration is not necessary. This feature is permanently enabled.
Relay, Fuse and Cable Gauge Specification

J1 57 + Battery FUSE TO GLOW PLUGS GLOW PLUG RELAY ECM
Start Aid Control
Key Switched + Battery Supply
The relay coil should not draw more than 1A and should be fitted with either a resistor or diode to suppress flyback energy (back emf) when the relay is de-energized. As the glow plugs may be activated during cranking, when the battery voltage may be low, it is recommended that relay is specified such that it will close at a voltage of 60% of nominal battery voltage or lower. The relay contacts should be rated to withstand the current characteristics outlined in the table below. Note that for the purpose of relay specification, the glow plugs are a purely resistive load (no inductive element). Although the glow plugs are normally operated only for a short time, in cold ambient conditions, best practice would be to size the cable to withstand the stabilized glowplug current permenantly. This will allow for a relay that fails closed. For example a 4 Cylinder 12V application should have wire sized to carry 50A. Refer to the recommended cable sizes in the table below. Engine: Supply Voltage: Current - Initial Current after 4 seconds Current after 8 seconds Recommended Fuse To SAEJ1888 ( slow blow) Recommended min cable gauge - mm2 (SAE J1128 GLX cable) 1104D 12V 82A 64A 50A 50 5mm2 24V 36A 29A 24A 30 2mm2 12V 122A 97A 74A 80 8mm2 1106D 24V 54A 43A 36A 40 3mm2
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Wait-to-Start / Start Aid active lamps

On a cold start, when the ECM decides that it is necessary for the glowplugs to be activated prior to starting, a lamp output will indicate to the operator that he needs to wait to start. Note that it is possible that start aids will also be used either during cranking or when the engine has started. The wait to start lamp will not be active in these conditions. For further information refer to the Lamp Output section. Note that the ECM will also transmit a parameter on the J1939 datalink indicating the status of the Wait to Start lamp (see section on J1939 support).
Start Aid Control

Key ON
Engine Coolant Temperature Sensor Engine Intake Temperature Sensor
ECM selects coldest temperature
Temperature <= +5 degC ?
No Start Aid required
Y The operator should wait until after the Pre-heat period before cranking. The Glow Plugs will remain off after the Pre-heat period until the engine is cranked ECM activates Wait to Start Lamp and Glow Plugs for period determined from Pre-heat map
Coolant Temp
Pre-heat map
Intake Temp
Operator crank engine when lamp turns off
Typical Values (May Vary)
ECM activates Glow Plugs during cranking for maximum of 10 sec
Engine speed >= to low idle -200 rpm?
Y ECM activates Glow Plugs for Post-start period of 15 seconds
Start Aid End
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OEM / Operator control or override of the Glow Plugs

The ECM glow plug control strategy has been developed in a cold chamber to be suitable for the majority of applications. There may be some applications that require a specially adapted strategy for control of the start aid. In such cases it will be necessary for the OEM or operator to control the start aid. Examples of applications that may require special starting strategies are: Engines in extremely cold climates that are fitted with block heaters. Engines that drive high loads during run up e.g. compressors.
Busbar connection point An insulated M6 terminal post is provided for the machine harness connection to the busbar, this is located to the top right hand side of the ECM bracket. A 5.5-6 mm diameter ring terminal is required to connect the machine harness; this should be capable of handling an 80Amp current and insulated by a terminal insulator cap. The existing terminal nut is used to locate both the engine-side and harness-side ring terminals to the post. A 10mm ring spanner is required to tighten the terminal nut to a torque of 6 Nm 2Nm. Customers who paint their engine are required to shield the terminal post prior to painting.
Ether Cold Start Systems

Ether Cold start systems are not currently approved for use with 1106D and 1104D industrial engines.
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Water Jacket Heaters

When an engine water jacket heater is installed Perkins recommend the installation of an ambient air temperature sensor. When installed and configured the ambient sensor measurement will be used by the ECM to ensure optimum engine starting and run-up.
Temperature Sensor +5 VDC RTN SIGNAL A B C J1 42 33 56 ECM
SENSOR SUPPLY +5 VDC SENSOR RTN AMBIENT AIR TEMP SIG
Required Parts
Part Number 2874A026 Description Temperature Sensor Qty 1
The Perkins sensor 2874A026 is required for correct operation. The sensor should be located in a position that measures the application external ambient air temperature. A location should be chosen that avoids any radiated or conducted heat produced by the engine water jacket heater. The location and mounting design should protect the sensor from damage; the sensor probe is particularly vulnerable and should be guarded from possible impact damage. NOTE: Do not splice the sensor signal wire for input to third party devices. Recommended connector mounting for component with a pigtail harness: The connector interface should never be tied directly to a vibrating member. Pigtail wire lead should be tied down on only one side of the connector interface. Choose one of these two locations: - midpoint on the sensor pigtail, OR - 150 mm from the connector on the wire harness side
Ambient Temperature Sensor - EST Configurable Parameter

The Ambient Air Temperature Sensor Installation Status listed under start aid configurable parameters must be configured installed in Perkins ET prior to using the sensor.
45.9 mm 300 mm
External Thread 3/4-16-2A
HEX M27
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Operator Displays
Gauge Drivers
OEMs are increasingly selecting datalink driven intelligent displays for their applications, instead of traditional gauges and lamps directly driven from sensors or engine ECM. If a needle type Analog gauge is required, to display an engine parameter such as engine speed, oil pressure or coolant temperature, then it is recommended that the OEM uses a gauge or display that can use the parameters broadcast by the ECM on the J1939 datalink. As an alternative, traditional single wire gauge senders may be used if a suitable tapping is available. If this implementation is required, then please contact the electronic applications team to discuss requirements. A traditional tacho signal may be obtained from the W terminal of the alternator, although this will not be as accurate as the value sent on the J1939 datalink. Warning: The engine wiring harness must NEVER be modified to use the signal from the sensors connected to the engine ECM. This action would invalidate the engine warranty.
Lamp Outputs
The lamp strategy is designed to display the maximum amount of information on the minimum number of lamps. There are six lamp outputs available: Lamp Description Red Stop Lamp Amber Warning Lamp Wait to Start Lamp (Cold Start Aid) Low Oil Pressure Lamp PTO Mode Lamp Maintenance Due Lamp Pin Allocation Pin 60 Pin 59 Pin 63 Pin 62 Pin 61 Pin 58
It is mandatory for the OEM to fit the Red Stop Lamp (1), Amber Warning Lamp (2) and the Wait to Start Lamp (3) unless a datalink driven intelligent display is fitted, which fulfils the specification outlined in the next section. Lamps four, five and six are optional.
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Indicator lamps Logic

Engine Management System Related.
Warning Lamp
(Also known as Alert Lamp)
Shutdown Lamp
(Also known as Action Lamp)
Lamp State
Description of what Lamp Status is Indicating
Engine State
Bulb Check
On On
No Faults Present.
Off Off
Active Diagnostic
On Off
Derate. (Invoked by Active Diagnostic)

On Flash
Warning (Warning only)

Off Flash
Derate. (Warning and Derate).

Flash Flash
Engine Shutdown
On
On
When the ignition is turned on the EMS shall illuminate each bulb for 2 seconds and extinguish them afterwards. With both lamps off whilst engine is running then there are no currently active warnings diagnostics or events. Should the warning lamp illuminate during engine running this indicates that an Active diagnostic (Electrical fault) is present. Should the warning lamp illuminate and the shutdown lamp flash during engine running this indicates that an Active diagnostic (Electrical fault) is present. The diagnostic is sufficiently serious to invoke engine derate. Should the warning lamp flash during engine running this indicates that one or more of the engine protection strategy warning values have been exceeded but not to a level that will invoke Derate or Shutdown. Should both the Warning lamp and Shutdown lamp flash during engine running this indicates that one, or more, of the engine protection strategy values have been exceeded beyond the level required to invoke engine Derate. Should both the Warning lamp and Shutdown lamp illuminate during engine running this indicates that either 1. One or more of the engine protection strategy shutdown values has been exceeded. 2. A serious Active diagnostic has been detected. Shortly after (time duration to be agreed) engine will shutdown.
Key on but engine has yet to be cranked.
Engine is running with no detected faults.
Engine is running normally but has one or more faults with the engine management system. Engine is running but has one or more Active diagnostic events that have initiated engine derate.
Engine is running normally but has one or more monitored engine parameters outside of the acceptable range.
Engine is running but one or more of the monitored engine parameters has gone beyond that of warning only and has now exceeded those set for engine derate. Engine is either shutdown or shutdown is imminent, one or more monitored engine parameters have gone beyond that of warning or derate and have now exceeded those set for engine shutdown. Or a serious Active diagnostic has been detected
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Datalink Driven Intelligent Displays

Displays may be connected to the engine ECM using J1939 datalink. Some products that use the PDL may also be compatible. Please contact your local applications team to confirm before selecting a PDL display. Devices that are connected to the J1939 datalink should meet the following standard if the OEM does not intend fitting the indicator lamps, described above.
Minimum Functional Specification for J1939 display.

The display always on when the engine is running The display should be line-of-sight of machine operator during machine operation Display of the whole J1939 fault code including Suspect Parameter Number, Failure Mode Indicator, and Occurrence number. Clear indication of what action, if any the operator is required to take. Display of engine speed Audible or bright lamp warning when new fault code is detected The scaling of any gauges (e.g. coolant temperature) should be such that the needle is not far to the right of vertical when the engine is in normal operation (this would give the impression that the engine was abnormally hot, when in fact it is running within its design limits).
Perkins will under no circumstances change the engine J1939 implementation in order to resolve compatibility issues with gauges or displays other than those supplied directly by Perkins. Gauge manufacturers may contact the Electronic Applications team, however for information and assistance in ensuring that their products are compatible with the engine ECM. To support new standards and requirements Perkins may add to the fault code table. Therefore any active engine fault codes including those not recognized or referenced should be displayed. Perkins recommends that any suspect parameter number and the associated failure mode identifier are displayed.
Customer Triggered Engine Fault codes

The engine will raise fault codes (event codes) when its design limits are exceeded. For example, for excessive coolant temperature. The fault code algorithms are carefully designed and validated so that they do not cause spurious codes when there is in fact no fault. Some intelligent instrument clusters available on the market are also capable of raising fault codes themselves, based on the information that the engine transmits on J1939 such as engine coolant temperature. The machine designer could set a limit that is more conservative (lower) than the warning threshold defined by Perkins. This raises the possibility that the display will say that the engine has a fault, when the engine is in fact running within its design limits. This is undesirable as it may result in a service technician being called to resolve a problem when in fact no problem exists. It will also cause damage to the reputation of Perkins and of the OEM. Perkins recommend therefore, that intelligent display DO NOT have their own fault detection for engine over temperature / oil pressure etc, but that they use the fault codes generated by the engine, sent in the J1939 Diagnostic Message#1 (DM1).
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Engine Software Features

Engine Monitoring System
Software will monitor the engine during operation and in extreme conditions make decisions to protect the engine from damage. The values of four main operating parameters are monitored Engine Coolant Temperature, Engine Oil Pressure, Intake Manifold Air Temperature and Engine Speed. The monitoring system will compare parameters predetermined as dangerous to the engine and depending on the parameter values take appropriate action. There are three levels of action Warning, De-rate and Shutdown.
General
All parameters work independently using individual threshold values and guard timers. Consequently, it is possible for more than one parameter to register a warning or de-rate condition at any one time.
Warning
Each monitored parameter has its own warning trigger threshold. A warning will be triggered when any parameter equals or exceeds its warning. In addition, for oil pressure, the trigger threshold varies with engine speed. The ECM will log these events and turn on the appropriate lamp driver.
De-rate
Each monitored parameter that uses the de-rate function has its own de-rate trigger threshold. If the de-rate threshold is equaled or exceeded by any parameter for a de-rate protection will be set active. The engine will de-rate. The ECM will log these events and turn on the appropriate lamp driver. Whilst de-rate protection is set active, the de-rate percentage may vary with parameter value
Shutdown
The engine shutdown indication lamp driver will be triggered when any parameter equals or exceeds it shutdown threshold for a time exceeding its shutdown indication guard time. Physical engine shutdown will occur only if enabled by the configurable parameter. The ECM will log these events and turn on the appropriate lamp driver. Note: All values quoted in tables below are subject to change. Also, the percentage derate can be confusing. 100% derate does not mean that the engine has no power at all, it means that the engine will be running on a derate rating. The percentage of normal power that is available on the derate curve will depend on the rating used, but will normally be approximately 50% of nominal power
Monitoring Mode - EST Configurable Parameters

Monitoring Mode (listed under Miscellaneous in EST) EST Description Range or Option Description
Monitoring Mode Shutdowns Monitoring Mode Derates Disabled/Enabled Enabled/Enabled Switches on or off the shutdown feature Switches on/off the derate feature
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Monitoring Mode Thresholds

Coolant Temperature
Parameter Warning De-rate Temp 113 114 115 116 117 118 119 118 De-rate % N/A 25
Shutdown
100 N/A
Engine Oil Pressure

Parameter Engine Speed (rpm) 700 900 1000 1200 700 1200 1800 2400 Trigger Pressure (kPa) 100 150 175 200 100 100 100 100
Warning
Shutdown

Parameter Warning De-rate 82 86 87 88 89 90 Temp De-rate % N/A 10 20 30 40 50
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Other De-rate Reasons

Diagnostic and Events Turbo Wastegate
Turbo wastegate current low diagnostic Turbo wastegate current high diagnostic Low intake manifold pressure event High intak manifold pressure event 100% 100% 100% 20% 100% 100% 100% 100% 100% 100% 100% 100% 100% 60% 60% 20% No No Yes Yes Yes Yes No No Yes Yes No No No No Yes No
Derate
Latch utill next key cycle?
Fuel Rail Pump and Pressure Sensor

Fuel rail pump solenoid current low diagnostic Fuel rail pump solenoid current high diagnostic Rail Pressure sensor voltage low diagnostic Rail Pressure sensor voltage high diagnostic Low fuel rail pressure event High fuel rail pressure event
Others
5V sensor supply voltage low diagnostic 5V sensor supply voltage high diagnostic 168-01 Low battery power to ECM diagnostic Crank speed sensor diagnostic Injector data incorrect Injector not responding
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Monitored Inputs for Customer Fitted Sensors

Configurable options will be available that enable the use of discrete ECM inputs to function as operator warnings and engine protection. The three options to be offered include: Input State De bounce Time (secs) 30 30 30 Warning/Shutdown J1 Pin Assignment
Air Filter Restriction Engine Coolant Level Low Water in Fuel
SWG SWG SWG
Normally Closed Normally Closed Normally Open
Disabled or Warning Disabled, Warning or Shutdown Disabled or Warning
J1-38 J1-47 J1-44
Configurable States
The ECM may be configured to take the following action when the monitored element has reached or exceeded the predetermined limit (switched). Disabled, the input will not be monitored. Warning, the input will be monitored when the device is switched the warning light will illuminate and an event flagged. Shutdown, the input will be monitored and when switched will illuminate the shutdown lamp; flag an event and shutdown the engine.
Air Filter Service Indicator Air Filter Restriction Switch

Indicates that the air intake circuit is restricted. The switch is installed or piped to the air filter housing or air induction pipe so that it is monitoring clean filtered air (between the air filter and engine). The customer will select an appropriate restriction switch. The switch shall be connected to the engine ECM. The switch should open when the maximum permitted restriction is detected Normally closed.
Air Intake Restriction Switch J1 38 35 ECM
SENSOR SIGNAL SENSOR RTN
Coolant Low Level Switch

Indicates that the engine coolant reservoir is at or has exceeded the minimum level. The sensor needs to be installed such that when coolant level is normal the sensing element is always completely immersed. Typically a device switches when the sensing element is fully immersed and when the fluid touches the body of the sensor. Normally closed
Coolant Level Switch +8 VDC RTN SIGNAL A B C J1 43 33 47 ECM
SENSOR SUPPLY +8 VDC SENSOR RTN COOLANT LEVEL SIGNAL
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Fuel in Water Trap Switch

Indicates that the fuel filter water trap is full. Typically a switch is installed in the bottom of the water trap. During normal engine operation the switch is immersed in diesel fuel. As water collects and reaches the maximum level the water enables a conductive path between electrodes. Normally open switch. Some fuel filter options offer a standard pre-installed switch from the factory. The factory fitted switch may be connected the engine ECM as detailed below. One parameter must be configured as installed in PERKINS EST. 1.Fuel/Water Separator Switch Installation Switch Status.
Water In Fuel Sensor J1
SENSOR SIGNAL SENSOR RETURN SENSOR SUPPLY +8 VDC
ECM 44 33 43
SENSOR SIGNAL (SWG 9) SENSOR RETURN SENSOR SUPPLY +8 VDC
1 2 3
Operating Voltage 8V-28V @ 5mA Connector Details Component Sensor Male Connector Connector Female Housing Female Terminal Rubber Seals Perkins part number Supplier Part number 523161 AMP 1-142854-0 AMP C-282191-1 AMP 929939-3 AMP
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Engine Governor
All speed
The default governor type is an All Speed Governor, also known as a variable Speed Governor. The diagram below illustrates the torque and speed characteristics of this governor
Torque limit curve

Note that the engine may not be capable of reaching the torque fuel limit curve in some circumstances. For example, if the turbocharger is not providing the required boost pressure, then the fuel will be limited so that the engine does not emit black smoke
Droop
Droop is the variation of engine speed as load is applied. For example, if an engine has 10% droop and is running at 1500RPM without load, then as load is applied the operator will feel and hear the engine speed gradually decreasing. This is represented by the diagonal dotted lines under the torque curve in the diagram below. When the load reaches the torque limit curve of the engine, the engine will lug back along the curve. Note that droop values can be assigned to the multi-position throttle switch input, PWM accelerator pedal/lever input and the TSC1 speed demand over J1939. Droop does not apply, however to the PTO mode, which always operates isochronously (0% Droop)
High Speed Governor (Governor Run-Out)

The parameter Top Engine Limit (TEL) will no longer be offered on the 1104D and 1106D engines. Flexibility is improved, however, by allowing the high idle (HI) speed to be configured. High Idle is the maximum speed that the engine will reach. Note that this is on the bare engine and when installed in an application, it may not be possible to reach this speed due to the parasitic loads of the driven equipment. The range of possible high idle speeds is defined by the parameters High Idle Lower limit (HILL) and High Idle Upper Limit. (HIUL). High Idle cannot be specified to be less than Rated Speed (RS) and the HIUL will be dependant on the mechanical limits of the engine. The rated speed (RS) may not be changed by customer configuration.
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Perkins Confidential Green Example Governing1 - showing droop and HSG slopes approximately equal
Flywheel Torque
Production May 07
RS HILL HIUL HI Droop governor
2200 2200 2600 2354 7% all speed
RS
P DROO
HILL HI
HSG
HIUL Speed (RPM)
800
1800
2200
Example Governing 2 Showing isochronous droop but with a shallow HSG slope
Flywheel Torque
RS HILL HIUL HI Droop governor
2200 2200 2600 2350 0% all speed
RS
DROOP = ISOCHRONOUS
HILL HI
HSG
HIUL Speed (RPM)
800
1800
2200
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Auxiliary Governor
It is possible to control the engine by the output shaft speed of another module. Perkins do not offer a speed sensor for this component, nor is there a direct speed sensor input, however this is for the following reasons: There are a wide variety of speeds to be measured Speed sensors output signals are low in amplitude and sensitive to electromagnetic interference The engine is often not close to the output shaft to be measured, thus resulting in poor quality speed signals The recommended solution for this requirement is as follows: The speed measured close to the output shaft by a third party electronic control module, which would give an engine speed demand to the engine, using J1939 TSC1 speed control or PTO mode raise and lower inputs. The third party module could also incorporate a display and/or operator control buttons. The electronic Application team can give advise on specifying and selecting the third party electronic module for this function. The advantage of this approach is that, although the initial cost of the additional module is higher than a direct speed input, the cost of the additional components is reasonable and the advantages in reliability and ease of commissioning outweigh the disadvantages.
Rating selection via Service Tool

Some engines will have the capability to run more than one power rating. If this is the case then the highest allowed rating may be changed via the rating parameter on the configuration screen of the service tool. Note, however that the engine may not be running the highest enabled speed due to the status of the mode switches or due to requests from another electronic module on the machine over J1939 datalink.
Mode Switches
A mode is a performance characteristic in terms of power / torque, Droop and rated speed. There are up to 4 modes configurable on the 1104D and 1106D engines, and these can be selected in operation when the engine is running and on load. The mode switches are of the Switch to Ground type and the ECM J1 pin connections are as follows: Function ECM - J1 connector pin assignment 39 46
Mode switch 1 Mode switch 2
The following table is an example of how the mode switches can be configured. The 2 switch inputs provide a total of four possible combinations. Two ratings have been configured such that if switch 2 is open the engine will run on the lower rating, and if the switch is closed it will run on the higher rating. Switch 1 is configured such that if it is open then the droop on throttle 1 and 2 is 10%, which may be suitable for road operation in an agricultural tractor, for example. When Switch 1 is closed, however, a tighter droop is applied which may be suitable in field or work operation Note that the highest rating available in the mode switch feature will be defined by the rating parameter on the configuration screen of the service tool
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Example of mode switch configuration Switch Switch Mode Rating 2 1 No. Open Open 1 100KW @ 2200 Open Closed 2 100KW @ 2200 Closed Open 3 120KW @ 2200 Closed Closed 4 120 KW @ 2200
Throttle 1 10 5 10 5
Droop (%) Throttle 2 Tsc1 10 10 2 0 10 10 5 0
Rating and Droop changes requested via the J1939 datalink

It will be possible to select an alternative droop and alternative rating via the J1939 link, instead of via the hardwired switch inputs. This feature is still in development, although the messages to be used are outlined in the J1939 datalink section of this applications and installation guide
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Service Maintenance Indicator

A service maintenance indicator option is available. This is a configurable option; its purpose is to inform the operator that a pre-determined time set in the service tool has elapsed. The feature may be installed using the EST service tool. When configured, the default configuration for the service interval is 500hrs. This can be configured through the service tool configuration screen. The number of hours cannot be increased above 500hrs however the hours may be decreased to a lower value. Disabled - no monitoring needed Manual Hours - software monitors hours since the last reset When the number of hours since the last service is greater than configured maintenance interval the software will permanently illuminate the maintenance due indicator lamp connected to J1-58. The number of hours until the next service, displayed in EST, will also become negative, i.e. two hours past the service interval will be indicated by 2.The maintenance due indicator lamp is available in the service tool as a status parameter, Maintenance Indicator Lamp Status. The override Maintenance Indicator Lamp Override such that the lamp status can be overridden for testing purposes. At any time, before or after the maintenance interval has expired, the maintenance due counter can be reset through any of the following mechanisms: Using the Maintenance Due service tool feature, the maintenance due counter will be reset when the reset button is clicked. If Pin J1-36 (SWB) is held high for greater than two seconds. If the ECM receives J1939 SPN 1584, Service Component Identification, with data value (decimal) 32, Engine oil-engine #1, the maintenance due counter will be reset. (If the SPN is received with any other data value it will be disregarded.)
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Using the EST service tool.

The latest version of EST will be required to view or modify some of the 1106D engine software parameters and features. It is important that the engineer regularly updates their service tool to ensure compatibility. In addition it is the responsibility of the engineer to confirm software release dates. During project engine development features may not be available or viewable and may be dependant on later software release dates.
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Datalink Support
There are 2 datalinks available for OEM connection to the engine. J1939 and Perkins Data link (PDL). It is recognized, however that other CANbus standards (higher level protocols) do exist and are used in off-highway applications, so some notes are also provided for users of those standards.
SAE J1939
The SAE J1939 standard was initially developed for the US truck and bus industry. It has been expanded and is now the most widely used datalink standard for industrial powertrains, with compliance from almost all engine manufacturers and most transmission manufacturers.
Summary of Key J1939 Application Issues

This is a summary of some of the key points and answers to frequently asked questions relating to design of a J1939 compatible network. It is intended to give a design overview and does not in any way replace or contradict the recommendations contained in the SAE J1939 standard documents.
Physical layer
The data rate is 250 KBits/sec Twisted pair cable, of a 120Ohm impedance characteristic, should be used throughout. Note that most commercially available twisted pair cable is not suitable. It is recommended that this cable is shielded (as per J1939-11)and that the screen is grounded at a central point in the network. Unshielded-twisted pair cable is used by some machine manufacturers, however (as per J1939-15), offering lower cost but lower immunity to electromagnetic noise. The bus is linear and should be terminated with 120-Ohm resistors at either end. It is a common mistake to use one 60-Ohm resistor instead of two 120-Ohm resistors. This does not work correctly however. Maximum bus length is 40m The terminating resistors should not be contained in Network Nodes Network nodes are connected to the bus via stubs of maximum recommended length 1 meter.
Network Layer
J1939 recommends a bit sample point of 87% . This relatively late sample point gives best compromise for immunity to noise and propagation delay. It does restrict the size of the software jump width (SJW), however. All nodes should have the same bit timing Accurate bit timing is essential (4s +/- 0.2%) It is recommended that the average bus load is not greater than 40% Hardware filtering (masking) of CAN messages should be used under high bus loads to limit demands on processors. The Engine ECM always assumes a fixed address 0. It will not change its address in the arbitration process described in J1939-81 The multi-7packet protocol (described in J1339-21) is used for sending messages with more than 8 bytes of data. In the Perkins application this will be used principally for the diagnostic messages DM1 and DM2. Information may be broadcast, at regular intervals, or requested. For example the engine will broadcast its current speed every 20ms but it will only send hours run information if another node requests it.
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Application Layer
The messages (PGNs)supported by Perkins ECM are only a subset of the messages described in J1939-71 and J1939-73 Some PGNs may be partially supported i.e. only those bytes for which the ECM has valid data will be supported. Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid information is sent as FE.
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J1939 Supported Parameters Quick reference Summary Table

Section of SAE J1939 Document PGN (Hexidecimal) Receive / Transmit Rx
Requested Torque / Torque Limit
PGN (decimal)
SPN
71 71 71 71 71 71 71 71 71
0 518 898 695 61441 970 61443 92 558 2970 F003
PGN description 0 Torque Speed Control (Tsc1)
Parameter (parameters in italics are proposed but may not yet be available / fully validated )
Requested Speed / Speed Limit Override Control Modes Electronic Brake Controller 1 (EBC1)
Auxillary Engine Shutdown Switch
Electronic Engine Controller 2 (EEC2) Percent load at current speed Accelerator Pedal 1 Low Idle Switch Accelerator Pedal 2 Low Idle Switch Accelerator Pedal Position 1 Accelerator Pedal Position 2
Tx
71 71 71 61444 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71
91 29 F004 190 899 513 65174 1188 65213 977 975 65241 701 702 703 704 705 706 707 708 709 710 711 712 713 714 715 716 FED9 Aux Discrete IO State (AUXIO) FEBD Fan Drive FE96 TurboWastegate (TCW) Electronic Engine Controller 1 (EEC1)
Engine Speed
Engine Retarder Torque Mode
Actual Engine Percent Torque Tx Turbo1 Wastegate Drive Tx

Fan Drive States Estimated Percent Fan Speed
Tx Aux IO discrete channel_1 Aux IO discrete channel_2 Aux IO discrete channel_3 Aux IO discrete channel_4 Aux IO discrete channel_5 Aux IO discrete channel_6 Aux IO discrete channel_7 Aux IO discrete channel_8 Aux IO discrete channel_9 Aux IO discrete channel_10 Aux IO discrete channel_11 Aux IO discrete channel_12 Aux IO discrete channel_13 Aux IO discrete channel_14 Aux IO discrete channel_15 Aux IO discrete channel_16
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Perkins Confidential Green Section of SAE J1939 Document PGN (Hexidecimal)
Production May 07
PGN description 1083 1084 65242 234 965 65243 157 Engine Fluid Level_Pressure_2 FEDB (EFL/P2) FEDA Software Identification (SOFT)
71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71
Parameter (parameters in italics are proposed but may not yet be available / fully validated ) Aux IO Analog channel_1 Aux IO Analog channel_2 Tx/OR
Software Identification Number of software ID fields
Tx Injector Metering Rail1 Pressure
65247 515 65251 118 539 528 540 529 541 530 540 531 541 532 544 65252 1081 65253 247 65257 250 65259 586 587 588 233 65260 237 65262 110 65263 100 65264 984 982 980
FEDF Electronic Engine Controller 23 (EEC3) Engine Desired Operating Speed FEE3 EngineConfig (EC)
Engine Speed At Idle Pt1 Percent Torque At Idle Pt1 Engine Speed At Pt2 Percent Torque At Pt2 Engine Speed At Pt3 Percent Torque At Pt 3 Engine Speed at pt4 Percent Torque at pt4 Engine Speed at pt5 Percen Torque at pt5 Engine speed at high idle pt6 Reference Engine Torque
Tx
Tx
FEE4 FEE5
Shutdown (SHUTDOWN) Wait To Start Lamp Engine Hours Revolutions (HOURS)

Total Engine Hours
Tx Tx Tx/OR
Total Fuel Used
FEE9 FuelConsumption FEEB Component Identifier (CI)

Make Model Serial Number
Tx/OR
FEEC Vehicle Identification (VI)

Vehicle Identification Number
Tx/OR Tx Engine Coolant Temperature Tx Engine Oil Pressure Tx

PTO Set Switch PTO resume Swich PTO Enable Switch
FEEE Engine Temp (ET1) FEEF EngineFluidLevel_Pressure (EFL/P1) FEF0 Power Take Off Info (PTO)
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Receive / Transmit
PGN (decimal)
SPN
Production May 07
PGN description 983 981 65266 183 65270 105 102 106 65271 FEF7 VehicleElectricalPower#1 (VEP1) FEF6 Inlet/ExhaustCond (IC1) FEF2 Fuel Economy (LFE)
PTO coast / Decelerate Switch PTO accelerate Switch
71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 71 73 73 73 73 73 73 73 73 73 73 73 73 73 73 73 73 73
Tx
Fuel Rate
Tx Intake Manifold Temp Boost Pressure

Air Inlet pressure
Tx
Electrical Potential Battery Potential Switched
64967 2888 2889 2893 2894 64971 2882 2881 2879 2886 64968 2892 65226
Off highway engine control selection FDC7 state (OHCSS)

Alternate Rating Select State Alternate Droop Accelerator 1 Select State Alternate Droop Accelerator 2 Select State Alternate Droop Remote Accelerator Select State
Tx
Off highway engine control selection FDCB (OHECS)

Alternate Rating Select Alternate Droop Accelerator 1 Select Alternate Droop Accelerator 2 Select Alternate Droop Remote Accelerator select
Rx
Operator Primary Intermediate Speed FDC8 (ISCS)

Operator Primary Intermediate Speed Select State
TX Tx Protect Lamp Status Amber Lamp Status Red Lamp Status Spn Fmi Oc Spn Conversion Method
FECA DM1 (active codes)
65227
FECB DM2 (logged codes)

Protect Lamp Status Amber Lamp Status Red Lamp Status Spn Fmi Oc Spn Conversion Method
Tx/OR
65228
DM3 (diagnostic data clear/reset of FECC previously active DTCs)
Rx
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Receive / Transmit
PGN (decimal)
SPN
Production May 07
PGN description 60160 60416 59392 EB00 Transport Protocol (TP_DT)
Request To Clear Logged Fault Codes
73 21 21 21 21 21 21 21 21 21
Tx/Rx TP_DT Tx/Rx BAM and RTS Tx PGN number Control Byte
EC00
Transport protocol (TP_CM)
E800 Acknowledge (ACK and NACK)
59904
EA00 Request PGN Requested PGN
Rx
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Receive / Transmit
PGN (decimal)
SPN
Production May 07
J1939 Parameters Detailed Descriptions

The engine ECM has been programmed to comply with the SAE J1939 standard according to the specification available on August 1st 2006, this section summarises the functionality included in the generic industrial engine software. Where the J1939 standard is vague on functionality, then notes on implementation have been included. This section is broken down into the different sections J1939-71 and J1939-73 in accordance with the J1939 documentation. J1939 messages are referenced in ascending numerical order by their Parameter Group Number (PGN). Note: The PGN numbers are written in some documents in decimal form (e.g.61444). This document will use the Hexidecimal form (e.g. F004) as it is easier to remember and simpler to decode when using tools to analyse traffic on the CAN J1939 bus.
Sending Messages to the Engine ECM

There are a number of messages that are sent by system electronic control devices that the ECM will respond to, these include; TSC1, OHECS, EBC1, RequestPGN and DM, as well as the RTS/CTS handshake protocol. Messages intended to be sent to the ECM require that the correct source and destination address protocol is followed. Source Address The source address is used to identify different components and electronic control modules on a CAN bus, source address assignment is given in Appendix B of SAE J1939. Engine #1 source address is 00, and the Service tool source address is F0. Preferred J1939 Source addresses vary between industry groups, when designing a system, check Tables B1-B7 in the SAE J1939 document to ensure the correct Source Address is allocated. The ECM will accept messages from modules with any source address. For instance, TSC1 messages do not necessarily have to be sent by the transmission. The engine ECM source address is not configurable, and therefore cannot be set to any of the other engine source addresses for a multiple engine CAN network installation. Destination Address For messages controlling engine functionality, such as TSC1 and OHECS, the engine will only respond to messages with the destination address 00. The Request PGN message is also sensitive to destination address. When the Engine #1 destination 00 is requested, then the engine ECM responds with the RTS Transport protocol message, and will not release the requested information until the handshake message, CTS, is returned. When the global destination is given for a RequestPGN message, FF (Global), then the engine ECM responds by sending the requested message. If the message is larger than 8 bytes, then it will be released via the Transport Protocol BAM message. When the global destination is used, there is no need to use the RTS/CTS protocol.
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J1939 Section 71 - Vehicle application Layer

Torque Speed Control
The Torque/Speed Control #1 (TSC1) PGN allows electronic control devices connected to the CAN network to request or limit engine speed, this feature is often used as part of a closed engine control system with broadcast message parameters such as Engine Speed (EEC1). Usage is particularly common in machines that have complex hydraulic systems. TSC1 is a powerful feature; the OEM is responsible for ensuring that the implementation of TSC1 speed control is safe and appropriate for the engine and the machine. Furthermore, it is necessary for the OEM to perform the necessary risk assessment validation of the machine software and hardware used to control the engine speed via TSC1. ECM Response Time To TSC1 Request The mean response time for the ECM to alter the desired speed following a TSC1 request is 52ms +/-5ms. Note, there will be a further delay in the engines actual speed response due to the driving of mechanical components. If TSC1 response time is critical to transmission development and operation, contact your Electronic Applications Engineer. TSC1 Configuration TSC1 is always available as a speed demand input, and given that a J1939 Diagnostic Code is not active, the engine will prioritize the TSC1 request above all other speed demand inputs. In effect, TSC1 over-rides all other configured throttle inputs. There are currently 2 TSC1 fault-handling options available in the service tool and the CEOS, these are described as TSC1 Continuous Fault Handling: Disabled or Enabled. TSC1 Continuous Fault Handling: [Disabled] (Default) This mode is also known as Transient fault detection, it is suitable for applications where there is more than one throttle input into the ECM, for instance, in a wheeled excavator where the analogue throttle is used to control road speed, but TSC1 is used to control the machine hydraulics. The TSC1 message will override any other speed demand such as PWM throttle pedal. TSC1 override is switched on and off using the Override Control Mode SPN. End of Transmission Fault Detection The ECM needs to differentiate between the end of a transmission by another controller and an intermittent failure. The ECM expects, therefore, that when a controller no longer wishes to demand engine speed then it will terminate with at least one message with the Control Override Mode SPN set to 00. If the engine sees that TSC1 messages have stopped, for 90ms or more, and TSC1 has not been terminated correctly then the ECM will recognize this as a fault, a J1939 Diagnostic code will be raised and the ECM will not accept any TSC1 speed requests for the remainder of the key cycle. TSC1 Continuous Fault Handling: [Enabled] This mode is also known as Continuous fault detection, it is suitable for applications where either TSC1 is the only throttle used or where TSC1 is continuously used to limit the top engine speed. The TSC1 speed control / speed limit cannot be switched off using the Override Control Mode SPN. For instance, in a wheeled excavator the analogue throttle is connected to the machine ECM that sends the TSC1 message to control road speed, and to control the machine hydraulics. When TSC1 Continuous Fault Handling is active, other throttles will be permanently over-ridden, and will only become available if a TSC1 fault is detected.
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Perkins Confidential Green TSC1 - Feature Summary Table TSC1 Mode TSC1 Continuous Fault Handling Speed request Speed limit Torque request Torque Limit (temporary) Fault Detection 90ms Timeout Fault Detection Message present at start Accepts TSC1 messages from several sources simultaneously Override Control Mode Switching Transient Disabled Yes Yes No Yes Yes No No Yes
Production May 07
Continuous Enabled Yes Yes No Yes Yes Yes No No
Rating and Droop Control

In addition to Torque Speed Control, the complimentary message OHECS allows droop and rating selection over J1939 with a similar effect to the hard-wired Mode Selection feature. The OHECS PGN is described later in this section. Torque Speed Control (TSC1)
Identifier 0C 00 00 xx Rate (msec) 10 PGN 000000 Default Priority 3 R1 0 DP 0 Source See notes B i t L e n g t h 2 00 01 10 11 3 5 2 2 00 01 10 11 2 4 7..8 1 16 1 8 Rpm % 0.125 1 0 -125 8032 +125 A A A A A S t a t e Destination 00
S e n d
R e c e i v e X X X X
Parameter name
B y t e
U n i t s
Resolution (unit/bit)
Range
Min
Max
N o t e
X X X X X X X
Override Control Mode (spn 695) Override Disabled Speed Control Torque Control Speed/Torque Limit Control Requested Speed Control Conditions (spn 696) Override Control Mode Priority (spn 897) Highest Priority High Priority Medium Priority Low Priority Not Defined Requested Speed / Speed Limit (spn 898) Requested Torque / Torque Limit
Note A: The ECM does not prioritize or arbitrate between speed requests or limit from more than one source and so this situation may result in erratic engine operation. The OEM must ensure that TSC1 messages are not sent from more than one source at a time. Note B: Support for the Torque limiting aspect of TSC1 has been added, although this may only be used for temporary conditions, such as during a gear change.
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Electronic Brake Controller 1 (EBC1) The EBC1 message is normally used to control a machine braking system. The Auxiliary Engine Shutdown Switch SPN allows an external component on the J1939 network to shutdown the engine without using the key-switch, and sending the ECM into sleep mode. The resulting stop should not be used as a safety related fail-safe stop function.
Identifier 18F00100 S e n d R e c e i v e X Rate (msec) 100 PGN F001 Default Priority 6 R1 0 B y t e DP 0 B i t Source L e n g t h 2 00 01 S t a t e Destination 00 U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
Auxillary Engine Shutdown Switch (970) Off On (engine will be shutdown)
Electronic Engine Controller 2 (EEC2) EEC2 identifies electronic engine control related parameters, including pedal position for throttles 1 and 2, and IVS status for Throttle 1, and the Percent Load at current speed. Note that the name accelerator pedal is not always accurate for off highway machines. Accelerator pedal 1 refers to any pedal, lever or other device that uses either the Analogue 1 or PWM throttle 1 input. Likewise, Accelerator pedal position 2 refers to any device that uses the Analogue Throttle 2 input.
Identifier 0C F0 03 00 S e n d R e c e i v e Rate (msec) 50 PGN 00F003 Default Priority 3 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 2 00 01 10 11 1 3 7 2 2 00 01 10 11 2 3 4 5 1 1 1 1 8 8 8 8 % % .4 1 0 0 100 125 B A S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
X X X X X X X X X X X X
Accelerator Pedal 1 Low Idle Switch (spn 558) Accelerator pedal not in low idle condition Accelerator pedal in low idle condition Error indicator Not available or not installed Accelerator Pedal Kickdown Switch Accelerator Pedal 2 Low Idle Switch (spn 2970) Accelerator pedal not in low idle condition Accelerator pedal in low idle condition Error indicator Not available or not installed Accelerator Pedal Position 1 (spn 91) Engine Percent Load at Current Speed (spn 92) Remote Accelerator Pedal Position Accelerator Pedal Position 2 (spn 29)
.4
100
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Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new parameters only recently defined by The SAE. The start byte / bit of accelerator pedal low idle switch 2 is still to be defined. Note B: Percent load at current speed is estimated from the steady state engine calibration maps. This parameter is not accurate at low loads or during transient conditions. Note C: When there is discrepancy between the pedal position and the idle validation switch position, then the Accelerator Pedal Low Idle Switch parameter will be transmitted as 10 (error) and the accelerator pedal position will be transmitted as FE (error). However, if a pedal is not configured, then it will be sent as not supported. This will apply to both accelerator 1 and accelerator 2. Electronic Engine Controller 1 (EEC1) EEC1 identifies the Electronic Engine Control related parameters, including; Engine Torque Mode, Actual Engine Percent torque, and Actual Engine Speed.
Identifier 0C F0 04 00 S e n d R e c e i v e Rate PGN (msec) 20 A 00F004 Default Priority 3 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 4 8 8 16 8 4 S t a t e U n i t s Resolution (unit/bit) Range N o t e Destination
Parameter name
Min
Max
X X
Engine Torque Mode Drivers Demand Engine - Percent Torque Actual Engine - Percent Torque Engine Speed Source Address of Controlling Device for Engine Control Engine Starter Mode
1 2 3 4 6 7
1 1 1 1 1 1
% % rpm None
1 1 .125 1
B 0 253
Note A: The J1939 standard describes the frequency of transmission of this PGN as engine speed dependant. The ECM actually transmits the message every 20ms, however, irrespective of engine speed Note B: During the engine cranking cycle, whilst the ECM is detecting engine position and speed, engine speed is transmitted as FE00, or Unavailable. When this value is converted to engine speed, it gives the value of 8128rpm.
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Turbocharger Wastegate (TCW) TCW contains the SPN, Turbocharger 1 Wastegate Drive. The implementation is that this value directly equates to the PWM duty cycle of the Smart Wastegate Solenoid. A value of 0% represents fully closed and a value of 100% represents fully open. Due to the fact that the wastegate is also Intake Manifold Pressure dependent, this value does not necessarily align to the actual position of the wastegate.
Identifier 18FE9600 S e n d R e c e i v e Rate (msec) 100 PGN FE96 Default Priority 6 R1 0 DP 0 B y t e B i t Source 00 L e n g t h 8 8 8 8 8 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
Turbocharger 1 Wastegate Drive (spn 1188) Turbocharger 2 Wastegate Drive Turbocharger 3 Wastegate Drive Turbocharger 4 Wastegate Drive Turbocharger Wastegate Act Control Pressure
1 2 3 4 5
1 1 1 1 1
0.4
100
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Auxillary Discrete IO state (AUXIO) The AUXIO PGN is used to transmit the status of all the customer side switch inputs, and two of the analogue voltage inputs of the ECM, irrespective of whether the input is used by the ECM for an application software feature. The spare inputs of the ECM are available for use by the machine designer as additional input channels for non-engine systems. The Table below indicates the inputs, the switch connectors, and the associated J1939 SPN. Table of Input pins to SPNs Input name SWG1 SWG2 SWG3 SWG4 SWG5 SWG6 SWG7 SWG8 SWG9 SWG10 SWG11 SWB1 SWB2 AIN_ACT5 AIN_ACT4
ECM J1 Connector Pin 52 51 50 49 48 47 46 45 44 39 38 37 38 55 56
J1939 SPN 701 702 703 704 705 706 707 708 709 710 711 713 714 1083 1084
The 2 SWB inputs below are Switch To Battery, meaning that when battery voltage is applied to the pin then it will be closed. All the other switch inputs are switch to ground, which means that when an input is at ground potential it will be closed.
Identifier 18FED900 S e n d R e c e i v e Rate (msec) Note A PGN FED9 Default Priority 6 R1 0 DP 0 B y t e B i t Source 00 L e n g t h 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 16 16 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
X X X X X X X X X X X
X X X X
Auxiliary I/O #04 (spn 704) Auxiliary I/O #03 (spn 703) Auxiliary I/O #02 (spn 702) Auxiliary I/O #01 (spn 701) Auxiliary I/O #08 (spn 708) Auxiliary I/O #07 (spn 707) Auxiliary I/O #06 (spn 706) Auxiliary I/O #05 (spn 705) Auxiliary I/O #12 (spn 712) Auxiliary I/O #11 (spn 711) Auxiliary I/O #10 (spn 710) Auxiliary I/O #09 (spn 709) Auxiliary I/O #16 (spn 716) Auxiliary I/O #15 (spn 715) Auxiliary I/O #14 (spn 714) Auxiliary I/O #13 (spn 713) Auxiliary I/O Channel #1 (spn 1083) Auxiliary I/O Channel #2 (spn 1084)
1 1 1 1 2 2 2 2 3 3 3 3 4 4 4 4 5,6 7,8
1 3 5 7 1 3 5 7 1 3 5 7 1 3 5 7 1 1
0 0
64255 64255
B B B B B B B B B B B B B B B B C C
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Note A: The message will be sent at a frequency of 100ms, and additionally when any of the supported switch inputs (spns 701 through 716) change state Note B: Each of the switch inputs is transmitted as 00 if it the switch is open (or not connected) and 01 if it is closed. Note C: The analogue channels are scaled at 0.955Volts per bit with a 0.5V offset. For example a voltage of 2.5Voltages would be transmitted as (2.5volts 0.5 v offset)/0.000955 volts/bit = 209410 or 82E16 Software Identification (SOFT) The Software Identification PGN is requested via the Request PGN message, the message includes the Software Part number and the software version release date. This PGN has more than 8 bytes of data, therefore, the message content is returned using the Transport Protocol, and the format of the content is given below. ASCII code as follows: 02 SWPN:1234556701*SWDT:MAY05* Software part number (SWPN) will be of the form 123456701 Software release date (SWDT) will be of the form MAY05
Identifier 18FEDA00 S e n d R e c e i v e Rate (msec) On Req PGN FEDA Default Priority 6 R1 0 DP 0 B y t e B i t Source 00 L e n g t h 8 N ASCII S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
X X
Number of software identification fields (spn 965) Software Identification (spn 234)
1 2
1 1
255
A B
Note A: The number of software identification fields will be transmitted as 02 Note B: The software identification is ASCII text, with the fields delimited by a * Engine Fluid Level / Pressure 2 (EFL/P2) EFL / P2 includes the Injector Metering Rail 1 Pressure SPN; indicating the gauge pressure of fuel in the high pressure rail supplying the injectors.
Identifier 18FEDB00 S e n d R e c e i v e Rate (msec) 500 PGN FEDB Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 16 16 16 16 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
Injector Control Pressure Injector Metering Rail 1 Pressure (spn157) Injector Timing Rail 1 Pressure Injector Metering Rail 2 Pressure
1 3 5 7
1 1 1 1
Mpa
1/256Mpa/Bit
251
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Electronic Engine Controller 3 (EEC3) EEC3 identifies the Electronic Engine Control related parameter; Engine Desired operating speed. Engine desired operating speed is calculated as requested speed demand from the throttle input; the speed at which the engine would run if all load were removed and current speed demand conditions maintained. This is not the same as the implementation for Tier 2 product, the change has been implemented to make the parameter more relevant to customers who need to determine how far and how rapidly the engine is lugging back. One effect will be that in many applications where there are high parasitic loads, the engine speed will never actually reach its desired operating speed.
Identifier 18 FE DF 00 S e n d R e c e i v e Rate (msec) 250 PGN FEDF Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 8 16 8 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
Nominal friction Percent Torque Engines Desired Operating Speed (spn 515) Engines Operating Speed Asymmetry Adjustment
1 2 4
1 1 1
% Rpm Ratio
1 .125
-125 0 0
+125 8031 250
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Engine Configuration (EC) The Engine Configuration PGN describes the stationary behavior of the engine via an engine speed torque map; defining several points on the torque curve (rating) that are active in the engine. This map is only valid for steady state engine behavior at maximum boost pressure. The values will change if a different torque curve is selected or to reflect if the engine is derating e.g. due to excessive engine temperature. As this PGN is more than 8 bytes long, it will always be transmitted via the transport protocol
Identifier See Note A S e n d R e c e i v e Rate (msec) See Note A PGN FEE3 Default Priority 6 R1 0 B y t e DP Source 0 B i t 00 L e n g t h 16 8 16 8 16 8 16 8 16 8 16 16 16 16 8 8 8 8 8 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
X X X X X X X X X X X
Engine Speed at Idle, Point 1 (spn 118) Percent Torque at Idle, Point 1 (spn 539) Engine Speed at Point 2 (spn 528) Percent Torque at Point 2 (spn 540) Engine Speed at Point 3 (spn 529) Percent Torque at Point 3 (spn 541) Engine Speed at Point 4 (spn 530) Percent Torque at Point 4 (spn 542) Engine Speed at Point 5 (spn 531) Percent Torque at Point 5 (spn 543) Engine Speed at High Idle, Point 6 (spn 532) Gain (KP) of the Endspeed Governor Reference Engine Torque (spn 544) Maximum Momentary Engine Override Speed, Point 7 Maximum Momentary Override Time Limit Requested Speed Control Range Lower Limit Requested Speed Control Range Upper Limit Requested Torque Control Range Lower Limit Requested Torque Control Range Upper Limit
1 3 4 6 7 9 10 12 13 15 16 18 20 22 24 25 26 27 28
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Rpm % Rpm % Rpm % Rpm % Rpm % Rpm
0.125 1 0.125 1 0.125 1 0.125 1 0.125 1 0.125
0 -125 0 -125 0 -125 0 -125 0 -125 0 0 0 0 0 0 0 -125 -125
8031 +125 8031 +125 8031 +125 8031 +125 8031 +125 8031 50.2 64255 8031 25 2500 2500 +125 125
C C
%/rpm 0.0007813 Nm 1 Rpm 0.125 S Rpm Rpm % % 0.1 10 10 1 1
Note A: This PGN is sent every 5 seconds but also whenever there is a change in active torque limit map. Note B: Engine reference torque is the advertised bare engine torque of the highest enabled rating in the box. That is the highest rating that can be selected via mode switches or J1939, whilst the engine is running. Note C: As both point 2 and point 6 are supported, and Gain (Kp) of Endspeed Governor is not, the support of this message conforms to Engine Configuration Characteristic Mode 1 as described in the J1939-71 specification
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Shutdown (SHUTDOWN) Shutdown PGN contains the SPN Wait to Start Lamp. This indicates that the engine is too cold to start and the operator should wait until the signal becomes inactive (turns off).
Identifier 18 FE E4 00 S e n d R e c e i v e Rate (msec) 1000 PGN FEE4 Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 2 2 2 2 2 2 2 2 2 00 01 5 1 3 5 7 7 2 2 2 2 2 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
X X X
Idle shutdown has shut down engine Idle shutdown driver alert mode Idle shutdown timer override Idle shutdown timer state Idle shutdown timer function A/C high pressure fan switch Refrigerant low pressure switch Refrigerant high pressure switch Wait to start lamp (spn 1081) Off On Engine protection system has shut down engine Engine protection system approaching shutdown Engine protection system timer override Engine protection system timer state Engine protection system configuration
1 3 5 7 7 1 3 5 1
Engine Hours / Revolutions (HOURS) HOURS PGN contains the SPN Total Engine hours. The SAE defines this PGN as being sent on request. However, there are some gages and displays on the market, which require this to be broadcast. Consequently, this message is broadcast at a low update rate, to ensure compatibility with these devices.
Identifier 18 FE E5 00 Rate (msec) 1000 Note A PGN FEE5 Default Priority 6 R1 0 DP 0 Source 00 Destination -
S e n d
R e c e i v e
Parameter name
B y t e
B i t
L e n g t h 32 32
S t a t e
U n i t s
Resolution (unit/bit) Min
Range
Max
N o t e
Total engine hours (spn 247) Total engine revolutions
1 5
1 1
Hr Rev
.05 1000
0 0
210,554,060 4,211,081,215,000
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Fuel Consumption The Fuel Consumption PGN contains the SPN, Total Fuel Used. This parameter is not a direct measurement. It is calculated from standard test fuel at standard test temperatures. The characteristics of most fuels in the field will differ from the test fuel, particularly at very high or very low temperatures. It is recommended, therefore, that this value is taken to be an indication only of the fuel used by an engine.
Identifier 18 FE E9 00 S e n d R e c e i v e Rate (msec) On Req PGN 00FEE9 Default Priority 6 R1 0 DP 0 B y t e B i t Source 00 L e n g t h 32 32 S t a t e Destination U n i t s Resolution (unit/bit) Min Range N o t e
Parameter name
Max
Trip fuel Total fuel used (spn 250)
1 5
1 1
L L
.5 .5
0 0
2,105,540,607 2,105,540,607
Component ID (CI) The Component Identification PGN is requested via the Request PGN message; the message includes the Engine Make, the engine model number and the engine serial number. This PGN has more than 8 bytes of data, therefore, the message content is returned using the Transport Protocol. The format of the content is given below. All these parameters are supported as ASCII text delimited by * Make will be transmitted as CTRPL Model will be transmitted in the form C6.6 or C4.4 Serial Number will be the engine serial number as marked on the nameplate of the engine
Identifier 18 FE EB 00 S e n d R e c e i v e Rate (msec) On Req PGN 00FEEB Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h Destination S t a t e U n i t s Resolution (unit/bit) Min Range N o t e
Parameter name
Max
X X X
Make (spn 586) Model (spn 587) Serial Number (spn 588) Unit Number (spn 233)
ASCII ASCII ASCII ASCII
None None None None
A A A
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Vehicle Identification (VI) The Vehicle Identification PGN is requested via the Request PGN message. The message includes only the Vehicle Identification Number PGN. This PGN has more than 8 bytes of data, therefore, the message content is returned using the Transport Protocol. This PGN may be requested from the ECM but currently the message will simply contain the ASCII text NOT PROGRAMMED.
Identifier 18FEEC00 S e n d R e c e i v e Rate (msec) On Req PGN FEEC Default Priority R1 0 DP 0 B y t e Source 00 B i t L e n g t h S t a t e Destination U n i t s Resolution (unit/bit) Min Range N o t e
Parameter name
Max
Vehicle Identification Number (spn 237)
ASCII
None
Engine Temperature (ET1) ET1 contains the SPN Engine Coolant Temperature, this SPN contains the engine coolant temperature as sensed by the engine control system,
Identifier 18 FE EE 00 S e n d R e c e i v e Rate (msec) 1000 PGN FEEE Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 8 8 16 16 8 8 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
Engine Coolant Temperature (spn 110) Fuel Temperature Engine Oil Temperature Turbo Oil Temperature Engine Intercooler Temperature Engine Intercooler Thermostat Opening
1 2 3 5 7 8
1 1 1 1 1 1
deg C deg C deg C deg C deg C %
1 1 .03125 .03125 1 .4
-40 -40 -273 -273 -40 0
210 210 1735 1735 210 100
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Engine Fluid Level / Pressure (EFL/P1) EFL/P1 contains the SPN Engine Oil Pressure; this SPN contains the Oil Pressure as sensed by the engine control system.
Identifier 18 FE EF 00 S e n d R e c e i v e Rate (msec) 500 PGN FEEF Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 8 8 8 16 8 8 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
Fuel Delivery Pressure Extended Crankcase Blow-by Pressure X Engine Oil Level Engine Oil Pressure (spn 100) Crankcase Pressure Coolant Pressure Coolant Level
1 2 3 4 5 7 8
1 1 1 1 1 1
KPA % KPA KPA %
4 .4 4 2 .4
0 0 0 0 0
1000 100 1000 500 100
PTO information (PTO) PTO contains the SPNs PTO Switch Enable, PTO Set Switch, PTO Coast/Decelerate Switch, PTO Resume Switch and PTO Accelerate Switch. Some of the PTO mode switch inputs on the ECM have dual functions. For example, one button provides both SET and LOWER functions and another button provides both RAISE and RESUME functions. When the SET/LOWER button is pressed, both SPN 984 and SPN 938 will go to the active state, for at least one message transmission. Similarly, when the RAISE/RESUME button is pressed then both SPN 982 and SPN 981 will go to the active state.
Identifier 18FEF000 S e n d R e c e i v e Rate (msec) 100 PGN FEF0 Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 8 16 16 2 2 2 2 2 2 2 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
Power Takeoff Oil Temperature (spn 90) Power Takeoff Speed (spn 186) X Power Takeoff Set Speed (spn 187) PTO Enable Switch (spn 980) Remote PTO preprogrammed Speed Control Switch (spn 979) Remote PTO variable Speed Control Switch (spn 978) PTO set switch (spn 984) PTO Coast / Decelerate Switch (spn 983) PTO Resume Switch (spn 982) PTO Accelerate Switch (spn 981)
1 2 4 6 6 6 7 7 7 7
1 1 1 1 3 5 1 3 5 7
Rpm
Rpm
8031
X X X X
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Fuel Economy (LFE) LFE contains the PGN Fuel Rate. This parameter is not a direct measurement. It is calculated from standard test fuel at standard test temperatures. The characteristics of most fuels in the field will differ from the test fuel, particularly at very high or very low temperatures. It is recommended, therefore, that this value is taken to be an indication only for the fuel usage by an engine.
Identifier 18 FE F200 S e n d R e c e i v e Rate (msec) 100 PGN FEF2 Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 16 16 16 8 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
Fuel Rate (spn 183) Instantaneous Fuel Economy Average Fuel Economy Throttle Position
1 3 5 7
1 1 1 1
L/hr km/kg km/kg %
.05 1/512 1/512 .4
0 0 0 0
3212 125.5 125.5 100
Inlet / Exhaust Conditions (IC1) IC1 contains the SPNs Boost Pressure, Intake Manifold Temperature and Air Inlet Pressure. All these parameters are broadcast as sensed by the engine control system.
Identifier 18 FE F6 00 S e n d R e c e i v e Rate (msec) 500 PGN FEF6 Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 8 8 8 8 8 16 8 S t a t e Destination U n i t s Resolutio n (unit/bit) Range N o t e
Parameter name
Min
Max
X X X
Particulate Trap Inlet Pressure Boost Pressure (spn 102) Intake Manifold Temperature (spn 105) Air Inlet Pressure (spn 106) Air Filter Differential Pressure Exhaust Gas Temperature Coolant Filter Differential Pressure
1 2 3 4 5 6 8
1 1 1 1 1 1 1
kPa kPa deg C kPa kPa deg C kPa
.5 2 1 2 .05 .03125 .5
0 0 -40 0 0 -273 0
125 500 210 500 12.5 1735 125
B A
Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet manifold pressure sensor. Note B: Boost pressure will be calculated from inlet manifold sensor. Boost pressure will never be transmitted as a negative number, even though a slight depression at the inlet is possible for some engines when running at low idle speed.
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Vehicle Electrical Power (VEP) VEP contains the SPNs Electrical Potential and Battery Potential. Electrical potential and battery potential parameters are both supported with the same value, which is the voltage measured between the battery (+) and battery (-) terminals of the ECM
Identifier 18 FE F7 00 S e n d R e c e i v e Rate (msec) 1000 PGN FEF7 Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h 16 16 16 16 S t a t e Destination U n i t s Resolution (unit/bit) Min Range N o t e
Parameter name
Max
X X
Net Battery Current Alternator Potential (Voltage) Electrical Potential (Voltage) (spn 168) Battery Potential (Voltage), Switched (158)
1 3 5 7
1 1 1 1
Amp V V V
1 .05 .05 .05
-125 0 0 0
125 3212 3212 3212
Operator Primary Intermediate Speed (ISCS) The ISCS PGN is used to describe the logical state of the throttle position switch input (also known as multi-position throttle switch).
Identifier 18FDC800 S e n d R e c e i v e
Rate (msec) 1000
PGN FDC8
Default Priority 6
R1 0
DP 0 B y t e
Source 00 B i t L e n g t h 4
Destination S t a t e U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
X X X X X X X X X X X X X X
Operator Primary Intermediate Speed Select State (spn 2892) Intermediate speed not requested Logical Position 1 Logical Position 2 Logical Position 3 Logical Position 4 Logical Position 5 Logical Position 6 Logical Position 7 Logical Position 8 Logical Position 9 Logical Position 10 Logical Position 11 Logical Position 12 Logical state 13, 14, 15 or 16 Reserved Not available
0000 0001 0010 0011 0100 0101 0110 0111 1000 1001 1010 1011 1100 1101 1110 1111
B C
Note A: intermediate speed not requested state is not supported. Note however, that on most applications where throttle position switch is used, logical position 1 will be all four switches in the open position and will equate to engine idle. Note B: There are only 13 states available but 16 possible combinations of the 4 switch inputs. No known application has used more than 10 states however, or is expected to use
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more than 10 states in the future, so this is not envisaged that this will cause a problem. If 16 states are use then logical states 14, 15 and 16 will be transmitted as 13. Note C: If the throttle position switch is not configured on an application then the ECM will send 1111 not available. Off highway engine control selection (OHECS) OHECS is sent to the engine to select engine rating and droop percentage, in a similar way to the hardwired mode switches. The J1939 request will have precedence over the hard-wired switch inputs to the ECM. When the ECM receives this PGN, it will over-ride the mode selection configuration, and switch to the requested rating and droop setting. The engine will remain in this new state until either another message is received with a different rating and droop request, or until the key switch is cycled
Identifier 18FDCBxx Rate (msec) 500 PGN FDCB Default Priority 6 R1 0 DP 0 Source Destination 00
S e n d
R e c e i v e
Parameter name
B y t e
B i t
L e n g t h 2 2 2 8 4
S t a t e
U n i t s
Range
Min
Max
N o t e
X X X X
Auxillary Governor Switch Multi-Unit Synch On/Off switch Alternate Low Idle Switch Alternate Rating Select Alternate Droop Accelerator 1 select Accel 1-Default Droop (default) Accel 1 Alternate Droop 1 through 10 = 1% through 10% Accel 1 Alternate Droop 11 (Isochornous) Error Not Available Alternate Droop Accelerator 2 Select Accel 12-Default Droop (default) Accel 2 Alternate Droop 1 through 10 = 1% through 10% Accel 2 Alternate Droop 11 (Isochornous) Error Not Available Alternate Droop Remote Accelerator Select Remote Accel-Default Droop (default) Remote Accel Alternate Droop 1 through 10 = 1% through 10% Remote Accel Alternate Droop 11 (Isochornous) Error Not Available Alternate Droop Auxillary Input Select
1 1 1 2 3
1 3 5 1 1
A 0000 0001 1010 1011 1110 1111
X X X X
4 0000 0001 1010 1011 1110 1111
X X X X
4 0000 0001 1010 1011 1110 1111
Note A: Ratings 1 to n are populated with all the ratings available in the ECM with 1 being the lowest and n being the highest rating. If the ECM receives the 0 then the rating value entered through the mode selection switches should be used.
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Off highway Engine control selection state (OHCSS) OHCSS broadcasts the SPNs corresponding engine rating select and droop select. When the engine is controlled by the hard-wired mode selection, then OHCSS will contain this data, however, when the OHECS PGN is used to control rating select and droop, the OHCSS message will mirror the over-ride information.
Identifier 18FDC700 S e n d R e c e i v e Rate (msec) 500 PGN FDC7 Default Priority 6 R1 0 B y t e DP 0 B i t Source 00 L e n g t h 2 2 2 8 4 4 4 4 S t a t e Destination U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
X X X X
Auxillary Governor State Multi-Unit Synch State Alternate Low Idle Select State Alternate Rating Select State Alternate Droop Accelerator 1 Select State Alternate Droop Accelerator 2 Select State Alternate Droop Remote Accelerator Select State Alternate Droop Auxillary Input Select State
1 1 1 2 3 3 4 4
1 3 5 1 1 5 1 5
This PGN is intended for the ECM to provide Feedback on the OHECS messages described above
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J1939 Section 73 - Diagnostic Layer

Active Diagnostics Trouble Codes (DM1) The information communicated by DM1 is limited to currently active diagnostic trouble codes. DM1 will be transmitted whenever a Diagnostic Trouble Code (DTC) becomes an active fault and once per second thereafter. The message contains diagnostic lamp status, indicating the severity of the problem, followed by the DTC identifiers, SPN and FMI. The DM1 message is not sent if there are no active fault codes. If only 1 DTC is active then DM1 will be transmitted as a single message with the identifier FECA. If there is more than one fault code present then the DM1 message will be longer than 8 bytes, thus the transport protocol (BAM) will be used to send the message. Note: This is different from the Tier 2 functionality where the transport protocol (BAM) is used to send all DM1 messages, even if only one fault code is active
Identifier See Note A
Rate (msec) See note B
PGN 00FECA
Default Priority 6
R1 0
DP 0
Source 00
Destination -
S e n d
R e c e i v e
Parameter name
B y t e
B i t
L e n g t h
S t a t e
U n i t s
Range
Min
Max
N o t e
X X X X
Malfunction indicator lamp Protect lamp Stop lamp Warning lamp SPN (Suspect Parameter Number) FMI (Failure Mode Identifier) Occurrence Count SPN conversion method
A A A A
Note A: The J1939 diagnostic lamp description and function is not supported Diagnostic lamp implementation is supported as follows: Diagnostic and Event codes have been split into 3 categories of severity called Warning Category Indicators (WCI). The lowest level (Level 1) is used for warning level faults, such as when engine design limits for temperature have been reached, or for a sensor short circuit. The highest level (Level 3) is used for events where the severity merits the machine and the engine being immediately stopped. Level 2 is an intermediate level used particularly for events or diagnostic which cause an engine derate The status lamps in the DM1 message will be switched on according to the following table: WCI 1 2 3 Protect Lamp ON ON ON Warning Lamp OFF ON ON Shutdown Lamp OFF OFF ON
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Perkins Confidential Green Previously Active Diagnostic Trouble Codes (DM2)

Identifier See note A S e n d R e c e i v e Rate (msec) On Req PGN FECB Default Priority 6 R1 0 DP 0 B y t e Source 00 B i t L e n g t h S t a t e Destination U n i t s Resolution (unit/bit)
Production May 07
Parameter name
Range
Min
Max
N o t e
X X X X
Malfunction indicator lamp Protect lamp Stop lamp Warning lamp SPN FMI Occurrence Count SPN conversion method
A A A A
Note A: Lamp support as per DM1 Diagnostic Data Clear / Reset of Previously Active DTCs (DM3) DM3 is sent as a Request PGN message, and has the function of erasing the record of all previously active fault codes. The ECM responds to the DM3 message by clearing all diagnostic codes but not event codes. The ECM will send an Acknowledge message (ACK) to say that this action is complete. Diagnostic Trouble Codes defined as faults on the electronic system, for instance if there is a sensor failure. Event codes are raised when the engine system is operating outside of its defined diagnostic limits, for instance, if the engine coolant temperature is excessive. Event codes can only be cleared with the service tool and require a factory password.
Identifier See Note A S e n d R e c e i v e X Rate (msec) On req PGN FECC Default Priority 6 R1 0 DP 0 B y t e Source B i t L e n g t h Destination 00 S t a t e U n i t s Resolution (unit/bit) Range N o t e
Parameter name
Min
Max
Request to clear fault codes
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Supported Parameters Section 21 - Simplified Descriptions

J1939 Section 21 describes in detail the framework, structure and protocol of J1939 messages. The on-engine application of Section 21 is considered too detailed to give a comprehensive functional description in this guide. For reference, the message PGNs and descriptions are given to help network identification of these messages. Transport Protocol Connection Management (TP.CM_BAM))
Identifier 1CECFF00 Rate (msec) PGN EC00 Default Priority 7 R1 0 DP 0 Source Destination -
Support as per J1939 21. Note that this mechanism is used principally as a multipacket protocol for sending messages larger than 8 bytes of data for example to send diagnostic messages DM1 and DM2 or for the Engine Configuration PGN. This uses the Broadcast Announce Message (BAM) as shown in the example below: Transport Protocol Data Transfer (TP.DT)
Identifier 1CEBFF00 Rate (msec) See note A PGN EB00 Default Priority 7 R1 0 DP 0 Source Destination -
Note A: If a module is required to decode any information that is sent via the transport protocol, then it must be capable of receiving and processing messages with the same identifier within 50 ms. Proprietary A- Service Tool
Identifier 18EF00xx Rate (msec) PGN EF00 Default Priority 6 R1 0 DP 0 Source Destination -
This message is used for communication between the ECM and the service tool. It must not be used by any other electronic system on the machine, as this may cause unpredictable operation when the service tool is connected. Acknowledge
Identifier 18E8xxxx Rate (msec) PGN E800 Default Priority 6 R1 0 DP 0 Source Destination -
Both Acknowledge (ACK) and negative acknowledge (NACK) are supported as per the J1939 specification Request PGN
Identifier 18EA00xx Rate (msec) PGN EA00 Default Priority 6 R1 0 DP 0 Source Destination 00
Supported as per the J1939 specification. This PGN is sent to the ECM to request parameters that are only sent on-request. For example if an electronic module on the machine requires engine hours information then it must send a Request PGN for the Engine Hours/ Revolutions PGN
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Supported Parameters Section 81 Network Management Detailed Descriptions

The engine does support the network initialization requirements as outlined in Specification J1939-81. This includes the claiming of addresses. The engine will always claim address zero and will not accept any other address. Most off-highway machines do not implement this section of the specification. If further information on this subjected is required, however, then please contact the Electronic Applications Team Directly
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Perkins Data Link

For industrial engines, the Perkins Datalink (PDL) is principally used for service tool support. If an application does have a requirement to communicate with another system on PDL, for example with a Perkins transmission or a display, then please contact your local applications team for further information.
Other Datalink Standards

CANopen
CANopen may become a popular choice of CAN higher level protocol in off-highway machines which use significant numbers of electro-hydraulic controllers. If CANopen is used as the main communications standard in a vehicle, then a J1939 gateway is required A specification for a CAN open to J1939 gateway may be obtained from the the website of CAN in Automation (CIA) .
OEM Proprietary CAN standards

It is accepted that the J1939 standard cannot meet all the diverse needs of the many specialised applications in the off-highway market. The OEM may have to use a small number of proprietary messages on the same bus as the J1939 messages. If a large number of proprietary messages are required for an application, then the machine designer should consider the use of a CAN gateway to isolate the proprietary messages from the J1939 bus. The risk of OEM defined messages is that they will clash with some of the J1939 standard messages.
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List of Appendices
Appendix 1 - ECM J1 Connector Terminal Assignments Appendix 2 List of Diagnostic and Event Codes
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Appendix 1 - ECM J1 Connector Terminal Assignments

Pin No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 Description Battery (-) Battery (-) Battery (-) N/A N/A N/A Battery (+) Battery (+) - Battery - Battery DF_PWM 1 Shield DF_PWM 1DF_PWM 1+ N/A Battery (+) Battery (+) N/A N/A N/A CAN (+) CAN (-) CAN A Shield PDL (+) PDL (-) N/A N/A N/A N/A N/A N/A PWM_2A Return 1 PWM_2A Driver 1 VS_RET VS_RET SWG_ RET SWB 2 SWB 1 SWG 11 SWG 10 SWK_0 VS_5_200mA VS_5_200mA Preferred Function Battery ve Battery ve Battery ve N/A N/A N/A Battery +ve Battery +ve Battery ve Battery ve N/A N/A N/A N/A Battery +ve Battery +ve N/A N/A N/A SAE J1939 CAN DL + SAE J1939 CAN DL CAN Shield PDL + PDL N/A N/A N/A N/A N/A N/A N/A N/A Sensor 0V return Sensor 0V return Switch return Maintenance reset N/A Air Filter Restriction Mode switch 1 Ignition switch input Sensor 5V supply Sensor 5V supply Alternative Function N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Page 113 of 117
Perkins Confidential Green PWM Throttle Sensor 8V supply Throttle 2 IVS Throttle 1 IVS Mode switch 2 Throttle Arbitration Switch Remote Shutdown Switch (NO) PTO mode disengage (NC) PTO mode raise/ Resume PTO mode Set/Lower PTO mode ON/OFF PWM throttle input
Production May 07
43 44 45 46 47 48 49 50 51 52
VS_8_100mA SWG 9 SWG 8 SWG 7 SWG 6 SWG 5 SWG 4 SWG 3 SWG 2 SWG 1
N/A Fuel Water Trap Monitor N/A N/A Coolant Level Sensor N/A MPTS1 MPTS2 MPTS3 MPTS4
AIN_ACT/PWM 53 _I 1 Throttle 1 Analog input 54 AIN_ACT 7 Throttle 2 Analog input 55 AIN_ACT 5 N/A 56 AIN_ACT 4 Start aid control 57 DOUT_1A 1 DOUT_0.3A Maintenance Due Lamp 58 10 Warning Lamp 59 DOUT_0.3A 9 Shutdown Lamp 60 DOUT_0.3A 8 61 DOUT_0.3A 4 PTO mode lamp 62 DOUT_0.3A 3 Low oil pressure lamp 63 DOUT_0.3A 2 Wait to Start Lamp 64 DOUT_0.3A 1 N/A
N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
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Appendix 2 List of Diagnostic and Event codes

Note that in some cases there are differences in the codes which are transmitted on the J1939 bus and those that are transmitted on the PDL bus (those normally viewed on the service tool) additionally codes may be added on later software that are not present on this table.
PDL Code
Description
CAT ET J1939 Code
3rd Party Device J1939 Code
Flash Code
N/A 0001-02 0001-05 0001-06 0001-07 0002-02 0002-05 0002-06 0002-07 0003-02 0003-05 0003-06 0003-07 0004-02 0004-05 0004-06 0004-07 0005-02 0005-05 0005-06 0005-07 0006-02 0006-05 0006-06 0006-07 0041-03 0041-04
No Diagnostic Code Detected Cylinder #1 Injector erratic, intermittent, or incorrect Cylinder #1 Injector current below normal Cylinder #1 Injector current above normal Cylinder #1 Injector not responding properly Cylinder #2 Injector erratic, intermittent, or incorrect Cylinder #2 Injector current below normal Cylinder #2 Injector current above normal Cylinder #2 Injector not responding properly Cylinder #3 Injector erratic, intermittent, or incorrect Cylinder #3 Injector current below normal Cylinder #3 Injector current above normal Cylinder #3 Injector Not Responding Cylinder #4 Injector erratic, intermittent, or incorrect Cylinder #4 Injector current below normal Cylinder #4 Injector current above normal Cylinder #4 Injector not responding properly Cylinder #5 Injector erratic, intermittent, or incorrect ( C6.6 engine only) Cylinder #5 Injector current below normal (1106D engine only) Cylinder #5 Injector current above normal (1106D engine only) Cylinder #5 Injector not responding properly (1106D engine only) Cylinder #6 Injector erratic, intermittent, or incorrect (1106D engine only) Cylinder #6 Injector current below normal (1106D engine only) Cylinder #6 Injector current above normal (1106D engine only) Cylinder #6 Injector not responding properly (1106D engine only) 8 Volt DC Supply voltage above normal 8 Volt DC Supply voltage below normal
N/A J651-2 J651-5 J651-6 J651-7 J652-2 J652-5 J652-6 J652-7 J653-2 J653-5 J653-6 J653-7 J654-2 J654-5 J654-6 J654-7 J655-2 J655-5 J655-6 J655-7 J656-2 J656-5 J656-6 J656-7 J678-03 J678-04
N/A 651-2 651-5 651-6 651-7 652-2 652-5 652-6 652-27 653-2 653-5 653-6 653-7 654-2 654-5 654-6 654-7 655-2 655-5 655-6 655-7 656-2 656-5 656-6 656-7 678-03 678-04
551 111 111 111 111 112 112 112 112 113 113 113 113 114 114 114 114 115 115 115 115 116 116 116 116 517 517
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0091-02 0091-03 0091-04 0091-08 0100-03 0100-04 0100-10 0110-03 0110-04 0168-00 0168-01 0168-02 0172-03 0172-04 0190-08 0247-09 0247-12 0253-02 0261-11 0262-03 0262-04 0268-02 0342-08 0526-05 0526-06 0526-07 0774-02 0774-03 0774-04 0774-08 1639-09
Throttle Position Sensor erratic, intermittent, or incorrect Throttle Position Sensor voltage above normal Throttle Position Sensor voltage below normal Throttle Position Sensor abnormal frequency, pulse width, or period Engine Oil Pressure Sensor voltage above normal Engine Oil Pressure Sensor voltage below normal Engine Oil Pressure Sensor abnormal rate of change Engine Coolant Temperature Sensor voltage above normal Engine Coolant Temperature Sensor voltage below normal Electrical System Voltage high Electrical System Voltage low Electrical System Voltage erratic, intermittent, or incorrect Intake Manifold Air Temperature Sensor voltage above normal Intake Manifold Air Temperature Sensor voltage below normal Engine Speed Sensor abnormal frequency, pulse width, or period SAE J1939 Data Link abnormal update rate SAE J1939 Data Link failure Personality Module erratic, intermittent, or incorrect Engine Timing Offset fault 5 Volt Sensor DC Power Supply voltage above normal 5 Volt Sensor DC Power Supply voltage below normal Programmed Parameter Fault erratic, intermittent, or incorrect Secondary Engine Speed Sensor abnormal frequency, pulse width, or period Turbo Wastegate Drive current below normal Turbo Wastegate Drive current above normal Turbo Wastegate Drive not responding properly Secondary Throttle Position Sensor erratic, intermittent, or incorrect Secondary Throttle Position Sensor voltage above normal Secondary Throttle Position Sensor voltage below normal Secondary Throttle Position Sensor abnormal frequency, pulse width, or period Machine Security System Module abnormal update
J91-02 J91-03 J91-04 J91-08 J100-03 J100-04 J100-10 J110-03 J110-04 J168-00 J168-01 J168-02 J105-03 J105-04 J190-08 J631-02 J637-11 J1079-03 J1079-04 J630-02 J723-08 J1188-05 J1188-06 J1188-07 J29-02 J29-03 J29-04 J29-08 J1196-09
91-02 91-03 91-04 91-08 100-03 100-04 100-10 110-03 110-04 168-00 168-01 168-02 105-03 105-04 190-08 631-02 637-11 1079-03 1079-04 630-02 723-08 1188-05 1188-06 1188-07 29-02 29-03 29-04 29-08 1196-09
154 154 154 154 157 157 157 168 168 422 422 422 133 133 141 514 514 415 143 516 516 527 142 177 177 177 155 155 155 155 426
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Production May 07
rate 1743-02 1779-05 1779-06 1785-03 1785-04 1785-10 1797-03 1797-04 1834-02 2246-06
Event Codes
Engine Operation Mode Selector Switch erratic, intermittent, or incorrect Fuel Rail #1 Pressure Valve Solenoid current below normal Fuel Rail #1 Pressure Valve Solenoid current above normal Intake Manifold Pressure Sensor voltage above normal Intake Manifold Pressure Sensor voltage below normal Intake Manifold Pressure Sensor abnormal rate of change Fuel Rail Pressure Sensor voltage above normal Fuel Rail Pressure Sensor voltage below normal Ignition Key Switch loss of signal Glow Plug Start Aid Relay current above normal
J2882-02 J1347-05 J1347-06 J102-03 J102-04 J102-10 J157-03 J157-04 J158-02 J676-06
2882-02 1347-05 1347-06 102-03 102-04 102-10 157-03 157-04 158-02 676-06
144 162 162 197 197 197 159 159 439 199
E172-1 E194-1 E232-1 E360-1 E360-3 E361-1 E361-2 E361-3 E362-1 E396-1 E398-1 E539-1 E539-2 E2143-3
High Air Filter Restriction High Exhaust Temperature High Fuel/Water Separator Water Level Low Oil Pressure - Warning Low Oil Pressure - Shutdown High Engine Coolant Temperature - Warning High Engine Coolant Temperature - Derate High Engine Coolant Temperature - Shutdown Engine Overspeed High Fuel Rail Pressure Low Fuel Rail Pressure High Intake Manifold Air Temperature - Warning High Intake Manifold Air Temperature - Derate Low Engine Coolant Level
J107-15 J173-15 J97-15 J100-17 J100-01 J110-15 J110-16 J110-00 J190-15 J157-00 J157-01 J105-15 J105-16 J111-01
107-15 173-15 97-15 100-17 100-01 110-15 110-16 110-00 190-15 157-00 157-01 105-15 105-16 111-01
151 185 157 157 168 168 168 141 159 159 133 133 169
Page 117 of 117

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Perkins Confidential Green

1104D and 1106D Electrical and Electronic Installation Guide

Industrial Engines NH (Engine) NJ (Engine) PJ (Engine)

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

Introduction and Purpose

Electronic Applications Contacts

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

Warning - Electrostatic Paint Spraying

Warning Jump Starting

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

Engine Component Overview

Intake Manifold Temperature Sensor

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

Coolant Temperature Sensor

Fuel Rail Pressure Sensor

Fuel Pump Solenoid

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

Electronic Unit Injectors

Crankshaft Speed/Timing Sensor

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

Pump / Camshaft Speed/Timing Sensor

Oil Pressure Sensor

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

Engine Component Diagrams and Schematics

Intake Manifold Pressure Pump/Cam Speed/ Timing

Intake Manifold Temperature

Fuel Rail Pressure

1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green

1106D Engine Wire Harness Schematic

X931YL X925PK X930 GY

INJECTOR CYLINDER 2 RETURN INJECTOR CYLINDER 2

INTERNAL (ROCKER COVER)

INTAKE MANIFOLD PRESSURE SENSOR

T997 OR T993 BR X731 BU

IMP POWER SUPPLY (+5V) IMP RETURN IMP SIGNAL

L730 OR Y947 BR 994 GY

OIL PRESSURE SENSOR

R997 OR Y948 BR Y946 BU

FUEL MANIFOLD PRESSURE SENSOR

COOLANT TEMPERATURE SENSOR

COOLANT TEMP SIGNAL

INTAKE MANIFOLD TEMPERATURE SENSOR

IMT SIGNAL TEMPERATURE SENSOR RETURN

CRANKSHAFT SPEED/ TIMING SENSOR

SPEED SENSOR POWER (+8V) CRANK SPEED/TIME SENS SIG

PUMP /CAM SPEED SENS SIG

PUMP / CAM SPEED SENSOR