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ATTENTION

This document is a guideline for qualified personnel. It is intended to be used by vehicle


manufacturers and contains Detroit Diesel Corporation's recommendations for the ancillary
systems supporting the Detroit Diesel engines covered by this document. The vehicle
manufacturer is responsible for developing, designing, manufacturing and installing these
systems, including component qualification. The vehicle manufacturer is also responsible for
furnishing vehicle users complete service and safety information for these systems. Detroit
Diesel Corporation makes no representations or warranties regarding the information contained
in this document and disclaims all liability or other responsibility for the design, manufacture
or installation of these ancillary systems, or the preparation or distribution to vehicle users of
appropriate information regarding these systems. The information contained in this document
may not be complete and is subject to change without notice.
TRADEMARK INFORMATION
DDEC®, Optimized Idle® and ProDriver® are registered trademarks of Detroit Diesel
Corporation. Allison Transmission® is a registered trademark of Carlyle Group and Onex
Corporation.BorgWarner® is a registered trademark of Borg-Warner Corporation. Jake Brake® is
a registered trademark of Diesel Engine Retarders, Inc. Smart Cruise® is a registered trademark
of Eaton Vorad Technologies. SmartMedia® is a registered trademark of Kabushiki Kaisha
Toshiba DBA Toshiba Corporation. Viton® is a registered trademark of DuPont Dow Elastomers
L.L.C. Voith® is a registered trademark of JM Voith GmbH. All other trademarks and registered
trademarks are the property of their respective owners.
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

EPA2010 ELECTRONIC CONTROLS APPLICATION


AND INSTALLATION

ABSTRACT
DDEC10 offers engine controls and an extensive range of engine and vehicle options.
The detail provided will facilitate the following:
□ The selection of features and settings, based on individual applications
□ The fabrication and installation of a vehicle interface harness, based on individual
applications
□ The communication of messages & data between sensors and various electronic control
modules within the installation
□ The use of industry standard tools to obtain engine data and diagnostic information, as well
as to reprogram key parameters
The manual is arranged as follows:
□ The initial portion covers the installation, beginning with an overview and safety
precautions, followed by hardware and wiring requirements, inputs and outputs, and
available features.
□ The second portion covers communication protocol.
□ The third portion covers the tools capable of obtaining engine data and diagnostic
information from the MCM2 and the CPC2+, as well as reprogramming of its key
parameters.
□ The final portion, the appendix, summarizes detailed information on codes, parameters,
acronyms used, and harness drawings.
This manual does not cover the installation of the engine or Aftertreatment System into various
applications. For this, the reader should refer to the specific engine application and installation
manual.
This manual is intended for those with an electrical background. A simple installation may require
a basic understanding of electrical circuits while a more comprehensive electrical/electronics
background is required to access all the capability of the EPA DDEC10.

All information subject to change without notice. (Rev. ) i


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
ABSTRACT

ii All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

TABLE OF CONTENTS

1 INTRODUCTION ................................................................................................................. 1-1

2 SAFETY PRECAUTIONS ................................................................................................... 2-1


2.1 STANDS .......................................................................................................................... 2-1
2.2 GLASSES ....................................................................................................................... 2-1
2.3 PROCEDURES ............................................................................................................... 2-1
2.4 WELDING ....................................................................................................................... 2-2
2.5 WORK PLACE ................................................................................................................ 2-3
2.6 CLOTHING ...................................................................................................................... 2-4
2.7 ELECTRIC TOOLS ......................................................................................................... 2-4
2.8 AIR .................................................................................................................................. 2-5
2.9 DIAGNOSTIC TOOLS ..................................................................................................... 2-5
2.10 FLUIDS AND PRESSURE .............................................................................................. 2-5
2.11 BATTERIES .................................................................................................................... 2-6
2.12 FIRE ................................................................................................................................ 2-7
2.13 PAINT .............................................................................................................................. 2-7
2.14 FLUOROELASTOMER ................................................................................................... 2-7

3 HARDWARE AND WIRING ................................................................................................ 3-1


3.1 MOTOR CONTROL MODULE2 ...................................................................................... 3-3
3.1.1 ENVIRONMENTAL CONDITIONS ............................................................................. 3-4
3.1.2 ENGINE HARNESS .................................................................................................... 3-5
3.1.2.1 MCM2 120–PIN CONNECTOR FOR HEAVY–DUTY ENGINES .......................... 3-5
3.1.2.2 CONNECTOR BRACKETS .................................................................................. 3-17
3.1.2.3 MCM2 21–PIN CONNECTOR .............................................................................. 3-18
3.2 COMMON POWERTRAIN CONTROLLER 2+ ............................................................... 3-21
3.2.1 ENVIRONMENTAL CONDITIONS ............................................................................. 3-22
3.2.1.1 TEMPERATURE ................................................................................................... 3-22
3.2.1.2 WATER INTRUSION ............................................................................................ 3-23
3.2.2 CPC2+ VEHICLE INTERFACE HARNESS ................................................................ 3-23
3.2.2.1 FREQUENCY INPUT ........................................................................................... 3-23
3.2.2.2 DIGITAL INPUTS .................................................................................................. 3-24
3.2.2.3 DIGITAL OUTPUTS .............................................................................................. 3-24
3.2.3 VIH WIRING ............................................................................................................... 3-25
3.2.3.1 TRUCK APPLICATIONS ...................................................................................... 3-25
3.2.3.2 VOCATIONAL APPLICATIONS ............................................................................ 3-30
3.2.3.3 COACH APPLICATIONS ...................................................................................... 3-33
3.2.3.4 FIRE TRUCK APPLICATIONS ............................................................................. 3-37
3.2.3.5 WIRE RESISTANCES .......................................................................................... 3-41
3.2.3.6 COMMUNICATIONS – SAE J1939 DATA LINK ................................................... 3-42
3.2.3.7 COMMUNICATIONS – PROPRIETARY POWERTRIAN-CAN DATA LINK .......... 3-43
3.2.4 POWER SUPPLY – 12 VOLT SYSTEM ..................................................................... 3-43
3.2.4.1 AVERAGE CURRENT DRAW .............................................................................. 3-44
3.2.4.2 BATTERY ISOLATOR ........................................................................................... 3-45

All information subject to change without notice. (Rev. ) iii


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TABLE OF CONTENTS

3.2.4.3 MAIN POWER SHUTDOWN ................................................................................ 3-45


3.2.5 FUSES ........................................................................................................................ 3-47
3.3 AFTERTREATMENT CONTROL MODULE2 .................................................................. 3-49
3.3.1 COOLING ................................................................................................................... 3-49
3.3.2 TEMPERATURE CONDITIONS ................................................................................. 3-49
3.3.3 ENVIRONMENTAL CONDITIONS ............................................................................. 3-50
3.3.4 ACM2 MOUNTING ..................................................................................................... 3-50
3.3.5 ACM2 ELECTRICAL LIMITS ...................................................................................... 3-51
3.3.6 AFTERTREATMENT AND SCR SYSTEM ................................................................. 3-53
3.3.6.1 SYSTEM RESPONSIBILITY ............................................................................... 3-57
3.4 VEHICLE INTERFACE WIRING ..................................................................................... 3-61
3.4.1 VIH POWER WIRING ................................................................................................. 3-61
3.4.2 VIH TO MCM2 CONNECTOR WIRING ...................................................................... 3-62
3.4.3 VIH TO ACM2 CONNECTOR WIRING ...................................................................... 3-65
3.4.3.1 ACM2 21–PIN CONNECTOR ............................................................................... 3-69
3.4.3.2 ACM2 TO ATS ...................................................................................................... 3-71
3.4.3.3 ACM2 TO COOLANT VALVE AND DEF LINE HEATERS - OEM SOURCED ..... 3-77
3.4.3.4 ACM2 TO DEF TANK - OEM SOURCED ............................................................. 3-78
3.4.3.5 ACM2 TO DOSER VALVE .................................................................................... 3-80
3.4.3.6 ACM2 TO PUMP / AIR VALVE ............................................................................. 3-83
3.5 ON-BOARD DIAGNOSTICS ........................................................................................... 3-85
3.5.1 DATA LINK CONNECTOR LOCATION ...................................................................... 3-85
3.5.1.1 DATA LINK CONNECTOR WIRING ..................................................................... 3-85
3.5.2 LAMP REQUIREMENTS ............................................................................................ 3-87
3.5.2.1 MULTIPLEXED LAMPS ........................................................................................ 3-87
3.5.2.2 2010 LAMP STATUS SUPPORT .......................................................................... 3-87
3.5.3 ELECTRONIC TRANSMISSION REQUIREMENTS .................................................. 3-89
3.5.3.1 J1939 MESSAGE SUPPORT ............................................................................... 3-89
3.6 WIRES AND WIRING ..................................................................................................... 3-91
3.6.1 GENERAL REQUIREMENTS ..................................................................................... 3-91
3.6.2 GENERAL WIRE ....................................................................................................... 3-91
3.6.3 CRIMP TOOLS ........................................................................................................... 3-91
3.6.4 DEUTSCH TERMINAL INSTALLATION AND REMOVAL .......................................... 3-92
3.6.4.1 DEUTSCH TERMINAL INSTALLATION GUIDELINES ........................................ 3-92
3.6.4.2 DEUTSCH TERMINAL REMOVAL ....................................................................... 3-94
3.6.5 SPLICING GUIDELINES ............................................................................................ 3-95
3.6.5.1 CLIPPED AND SOLDERED SPLICING METHOD ............................................... 3-95
3.6.5.2 SPLICING AND REPAIRING STRAIGHT LEADS-ALTERNATE METHOD 1 ...... 3-97
3.6.5.3 SPLICING AND REPAIRING STRAIGHT LEADS - ALTERNATE METHOD 2 .... 3-99
3.6.5.4 SHRINK WRAP .................................................................................................... 3-101
3.6.5.5 STAGGERING WIRE SPLICES ........................................................................... 3-102
3.7 CONDUIT AND LOOM .................................................................................................... 3-105
3.8 TAPE AND TAPING ........................................................................................................ 3-107
3.9 SENSORS AND ACTUATORS ....................................................................................... 3-109
3.9.1 FACTORY-INSTALLED SENSORS ............................................................................ 3-109
3.9.2 AFTERTREATMENT AND SCR SENSORS ............................................................... 3-110
3.9.3 ACTUATORS FOR THE SCR SYSTEM ..................................................................... 3-111

iv All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

3.9.4 OEM-INSTALLED SENSORS ................................................................................... 3-111


3.9.5 AMBIENT AIR TEMPERATURE SENSOR ................................................................. 3-112
3.9.5.1 AMBIENT AIR TEMPERATURE SENSOR INSTALLATION ................................. 3-113
3.9.6 ENGINE COOLANT LEVEL SENSOR ....................................................................... 3-114
3.9.7 VEHICLE SPEED SENSOR ....................................................................................... 3-117
3.9.7.1 MAGNETIC PICKUP ............................................................................................ 3-118
3.9.7.2 SAE J1939 DATA LINK ......................................................................................... 3-120
3.9.7.3 VSS ANTI-TAMPER ............................................................................................. 3-121
3.10 LAMPS ............................................................................................................................ 3-123
3.10.1 AMBER WARNING LAMP (AWL) .............................................................................. 3-124
3.10.1.1 AWL AND PASSMART ......................................................................................... 3-125
3.10.1.2 AMBER WARNING LAMP REQUIREMENTS AND GUIDELINES ....................... 3-125
3.10.1.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-125
3.10.2 CRUISE ACTIVE LAMP ............................................................................................. 3-126
3.10.2.1 CRUISE ACTIVE LAMP REQUIREMENTS AND GUIDELINES .......................... 3-126
3.10.2.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-126
3.10.3 DECELERATION LAMP ............................................................................................. 3-126
3.10.3.1 DECELERATION LAMP REQUIREMENTS AND GUIDELINES .......................... 3-127
3.10.3.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-127
3.10.4 DIESEL EXHAUST FLUID (DEF) LOW LAMP ........................................................... 3-127
3.10.4.1 DIESEL EXHAUST FLUID LOW LAMP REQUIREMENTS AND GUIDELINES .. 3-129
3.10.4.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-129
3.10.5 DPF REGENERATION LAMP ................................................................................... 3-129
3.10.5.1 DPF REGENERATION LAMP REQUIREMENTS AND GUIDELINES ................. 3-129
3.10.5.2 PROGRAMMING REQUIREMENTS& FLEXIBILITY ........................................... 3-130
3.10.6 FUEL FILTER RESTRICTION LAMP ......................................................................... 3-130
3.10.6.1 PROGRAMMING REQUIREMENTS AND FLEXIBILITY ..................................... 3-130
3.10.7 HIGH EXHAUST SYSTEM TEMPERATURE LAMP .................................................. 3-131
3.10.7.1 HIGH EXHAUST SYSTEM TEMPERATURE LAMP REQUIREMENTS AND
GUIDELINES ........................................................................................................ 3-131
3.10.7.2 PROGRAMMING REQUIREMENT & FLEXIBILITY ............................................. 3-131
3.10.8 LOW BATTERY VOLTAGE LAMP .............................................................................. 3-132
3.10.8.1 LOW BATTERY VOLTAGE LAMP REQUIREMENTS AND GUIDELINES ........... 3-132
3.10.8.2 PROGRAMMING REQUIREMENTS& FLEXIBILITY ........................................... 3-132
3.10.9 LOW COOLANT LEVEL LAMP .................................................................................. 3-132
3.10.9.1 LOW COOLANT LEVEL LAMP REQUIREMENTS AND GUIDELINES ............... 3-133
3.10.9.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-133
3.10.10 LOW OIL PRESSURE LAMP ..................................................................................... 3-133
3.10.10.1 REQUIREMENTS AND GUIDELINES ................................................................. 3-133
3.10.10.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-134
3.10.11 MALFUNCTION INDICATOR LAMP (MIL) ................................................................ 3-134
3.10.11.1 MALFUNCTION INDICATOR LAMP REQUIREMENTS AND GUIDELINES ....... 3-134
3.10.11.2 MULTIPLEXED MIL .............................................................................................. 3-135
3.10.12 OPTIMIZED IDLE ACTIVE LAMP .............................................................................. 3-135
3.10.12.1 OPTIMIZED IDLE ACTIVE LAMP REQUIREMENTS AND GUIDELINES ........... 3-135
3.10.12.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-135
3.10.13 DEF PURGE-IN-PROCESS (PIP) LAMP ................................................................... 3-136

All information subject to change without notice. (Rev. ) v


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
TABLE OF CONTENTS

3.10.13.1 PURGE-IN-PROCESS LAMP REQUIREMENTS AND GUIDELINES ................. 3-136


3.10.13.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-137
3.10.14 RED STOP LAMP ....................................................................................................... 3-137
3.10.14.1 RED STOP LAMP REQUIREMENTS AND GUIDELINES ................................... 3-137
3.10.14.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-138
3.10.15 WAIT-TO-START LAMP ............................................................................................. 3-138
3.10.15.1 WAIT-TO-START LAMP REQUIREMENTS AND GUIDELINES .......................... 3-138
3.10.15.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-138
3.10.16 WATER-IN-FUEL LAMP ............................................................................................. 3-139
3.10.16.1 WATER-IN-FUEL LAMP REQUIREMENTS AND GUIDELINES .......................... 3-139
3.10.16.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 3-139

4 INPUTS AND OUTPUTS .................................................................................................... 4-1


4.1 INPUTS ........................................................................................................................... 4-3
4.1.1 AIR CONDITION STATUS .......................................................................................... 4-4
4.1.1.1 INSTALLATION ..................................................................................................... 4-4
4.1.1.2 PROGRAMMING REQUIREMENT & FLEXIBILITY ............................................. 4-4
4.1.2 AUXILIARY SHUTDOWN #1 ...................................................................................... 4-4
4.1.2.1 INSTALLATION ..................................................................................................... 4-5
4.1.2.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-5
4.1.3 CLUTCH SWITCH ...................................................................................................... 4-5
4.1.3.1 INSTALLATION ..................................................................................................... 4-6
4.1.3.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-6
4.1.4 CRUISE CONTROL ON/OFF SWITCH ...................................................................... 4-6
4.1.4.1 INSTALLATION ..................................................................................................... 4-6
4.1.4.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-6
4.1.5 CRUISE CONTROL RESUME/ACCEL SWITCH AND SET/COAST SWITCH .......... 4-7
4.1.5.1 INSTALLATION ..................................................................................................... 4-7
4.1.5.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-7
4.1.5.3 DIAGNOSTICS ..................................................................................................... 4-8
4.1.6 DPF REGENERATION INHIBIT SWITCH AND REGEN SWITCH ............................ 4-8
4.1.6.1 INSTALLATION ..................................................................................................... 4-9
4.1.6.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-9
4.1.7 DUAL-SPEED AXLE SWITCH ................................................................................... 4-10
4.1.7.1 INSTALLATION ..................................................................................................... 4-10
4.1.7.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-10
4.1.8 ENGINE BRAKE DISABLE ......................................................................................... 4-11
4.1.8.1 INSTALLATION ..................................................................................................... 4-11
4.1.8.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-11
4.1.9 ENGINE BRAKE LOW & MEDIUM ............................................................................. 4-11
4.1.9.1 INSTALLATION ..................................................................................................... 4-12
4.1.9.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-12
4.1.10 FAN OVERRIDE ......................................................................................................... 4-12
4.1.10.1 INSTALLATION ..................................................................................................... 4-12
4.1.11 IDLE VALIDATION 1 & IDLE VALIDATION 2 .............................................................. 4-13
4.1.11.1 INSTALLATION ..................................................................................................... 4-13
4.1.12 LIMITERS FOR TORQUE, ENGINE SPEED, AND VEHICLE SPEED ..................... 4-13

vi All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

4.1.12.1 INSTALLATION ..................................................................................................... 4-13


4.1.12.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-13
4.1.13 OPTIMIZED IDLE HOOD TILT SWITCH .................................................................... 4-13
4.1.13.1 INSTALLATION ..................................................................................................... 4-13
4.1.13.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-14
4.1.14 OPTIMIZED IDLE THERMOSTAT .............................................................................. 4-14
4.1.14.1 INSTALLATION ..................................................................................................... 4-14
4.1.14.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-14
4.1.15 PARK BRAKE SWITCH .............................................................................................. 4-14
4.1.15.1 INSTALLATION ..................................................................................................... 4-15
4.1.15.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-15
4.1.16 REMOTE THROTTLE SELECT SWITCH .................................................................. 4-15
4.1.16.1 INSTALLATION ..................................................................................................... 4-15
4.1.16.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-15
4.1.17 REMOTE PTO SWITCH ............................................................................................. 4-16
4.1.17.1 INSTALLATION ..................................................................................................... 4-16
4.1.17.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-16
4.1.18 RPM FREEZE ............................................................................................................. 4-16
4.1.18.1 INSTALLATION ..................................................................................................... 4-17
4.1.18.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-17
4.1.19 SERVICE BRAKE RELEASED SWITCH ................................................................... 4-17
4.1.19.1 INSTALLATION ..................................................................................................... 4-17
4.1.19.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-17
4.1.20 STOP ENGINE OVERRIDE ...................................................................................... 4-18
4.1.20.1 INSTALLATION ..................................................................................................... 4-18
4.1.20.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-18
4.1.21 THROTTLE INHIBIT ................................................................................................... 4-18
4.1.21.1 INSTALLATION ..................................................................................................... 4-18
4.1.21.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-18
4.1.22 TRANSMISSION NEUTRAL SWITCH ....................................................................... 4-19
4.1.22.1 INSTALLATION ..................................................................................................... 4-19
4.1.22.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-19
4.1.23 TRANSMISSION RETARDER ACTIVE ...................................................................... 4-19
4.1.23.1 INSTALLATION ..................................................................................................... 4-19
4.1.23.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-19
4.2 SWITCH INPUTS RECEIVED OVER J1939 DATA LINK ............................................... 4-21
4.3 DIGITAL OUTPUTS – CPC2+ ......................................................................................... 4-25
4.3.1 AMBER WARNING LAMP .......................................................................................... 4-25
4.3.1.1 INSTALLATION ..................................................................................................... 4-25
4.3.2 CRUISE ACTIVE LAMP ............................................................................................. 4-26
4.3.2.1 INSTALLATION ..................................................................................................... 4-26
4.3.2.2 PROGRAMMING REQUIREMENTS& FLEXIBILITY .......................................... 4-26
4.3.3 DECELERATION LAMP ............................................................................................ 4-26
4.3.3.1 INSTALLATION ..................................................................................................... 4-26
4.3.3.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-27
4.3.4 DPF REGENERATION LAMP (HARDWIRED AND J1939) ....................................... 4-27
4.3.4.1 INSTALLATION ..................................................................................................... 4-27

All information subject to change without notice. (Rev. ) vii


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TABLE OF CONTENTS

4.3.4.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-27


4.3.5 ENGINE BRAKE ACTIVE ........................................................................................... 4-28
4.3.5.1 INSTALLATION ..................................................................................................... 4-28
4.3.5.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-28
4.3.6 HIGH EXHAUST SYSTEM TEMPERATURE LAMP (HARDWIRED AND J1939) ..... 4-28
4.3.6.1 INSTALLATION ..................................................................................................... 4-29
4.3.6.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-29
4.3.7 LOW BATTERY VOLTAGE LAMP .............................................................................. 4-29
4.3.7.1 INSTALLATION ..................................................................................................... 4-29
4.3.7.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-30
4.3.8 LOW COOLANT LEVEL LAMP .................................................................................. 4-30
4.3.8.1 INSTALLATION ..................................................................................................... 4-30
4.3.8.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-30
4.3.9 LOW OIL PRESSURE LAMP ..................................................................................... 4-31
4.3.9.1 INSTALLATION ..................................................................................................... 4-31
4.3.9.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-31
4.3.10 MALFUNCTION INDICATOR LAMP (MIL) ................................................................. 4-31
4.3.10.1 INSTALLATION ..................................................................................................... 4-31
4.3.10.2 ON-BOARD DIAGNOSTIC REQUIREMENTS AND GUIDELINES ...................... 4-32
4.3.11 OPTIMIZED IDLE ACTIVE LAMP .............................................................................. 4-32
4.3.11.1 INSTALLATION ..................................................................................................... 4-32
4.3.11.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-32
4.3.11.3 DIAGNOSTICS ..................................................................................................... 4-33
4.3.12 OPTIMIZED IDLE ALARM .......................................................................................... 4-33
4.3.12.1 INSTALLATION ..................................................................................................... 4-33
4.3.12.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-33
4.3.12.3 DIAGNOSTICS ..................................................................................................... 4-34
4.3.13 RED STOP LAMP ....................................................................................................... 4-34
4.3.13.1 INSTALLATION ..................................................................................................... 4-34
4.3.14 STARTER LOCKOUT ................................................................................................. 4-34
4.3.14.1 INSTALLATION ..................................................................................................... 4-34
4.3.14.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-35
4.3.15 TOP2 SHIFT SOLENOID ........................................................................................... 4-35
4.3.15.1 INSTALLATION ..................................................................................................... 4-35
4.3.15.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-35
4.3.15.3 DIAGNOSTICS ..................................................................................................... 4-36
4.3.16 TOP2 SHIFT LOCKOUT SOLENOID ......................................................................... 4-36
4.3.16.1 INSTALLATION ..................................................................................................... 4-36
4.3.16.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-36
4.3.16.3 DIAGNOSTICS ..................................................................................................... 4-37
4.3.17 VEHICLE POWER SHUTDOWN ................................................................................ 4-37
4.3.17.1 INSTALLATION ..................................................................................................... 4-37
4.3.17.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-37
4.3.18 WATER-IN-FUEL LAMP ............................................................................................. 4-38
4.3.18.1 INSTALLATION ..................................................................................................... 4-38
4.3.18.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-38
4.4 ACM2 INPUT SENSORS AND OUTPUT ACTUATORS ................................................. 4-39

viii All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5 FEATURES ......................................................................................................................... 5-1


5.1 AUTO-ELEVATE IDLE .................................................................................................... 5-3
5.1.1 OPERATION ............................................................................................................... 5-3
5.1.2 PROGRAMMING REQUIREMENTS AND FLEXIBILITY ........................................... 5-3
5.2 CLEAN IDLE LIMITING FEATURE ................................................................................. 5-5
5.2.1 OPERATION ............................................................................................................... 5-5
5.2.1.1 IDLE CONDITIONS .............................................................................................. 5-5
5.2.1.2 PTO CONDITIONS ............................................................................................... 5-5
5.2.1.3 OVERRIDE CONDITIONS ................................................................................... 5-6
5.2.1.4 DIAGNOSTIC TOOLS (DDDL OR DDRS) ........................................................... 5-6
5.2.1.5 PARKED REGENERATION .................................................................................. 5-6
5.2.2 INTERACTION WITH OTHER FEATURES ................................................................ 5-6
5.3 COMMON DRIVER REWARD ........................................................................................ 5-9
5.3.1 OPERATION ............................................................................................................... 5-9
5.3.1.1 CALCULATION OF CDR ...................................................................................... 5-9
5.3.1.2 PROGRAMMING REQUIREMENTS AND FLEXIBILITY ..................................... 5-10
5.4 CRUISE CONTROL ........................................................................................................ 5-13
5.4.1 OPERATION ............................................................................................................... 5-13
5.4.1.1 ENGINE BRAKES IN CRUISE CONTROL (OPTIONAL) ..................................... 5-14
5.4.1.2 CRUISE AUTO RESUME (OPTIONAL) ............................................................... 5-14
5.4.1.3 ADAPTIVE CRUISE (OPTIONAL) ........................................................................ 5-14
5.4.1.4 CRUISE POWER .................................................................................................. 5-14
5.4.1.5 CRUISE ENABLE ................................................................................................. 5-14
5.4.1.6 SET / COAST ...................................................................................................... 5-14
5.4.1.7 RESUME / ACCEL .............................................................................................. 5-15
5.4.1.8 PAUSE SWITCH ................................................................................................... 5-15
5.4.1.9 CLUTCH RELEASED (MANUAL TRANSMISSIONS) .......................................... 5-15
5.4.1.10 SERVICE BRAKE RELEASED (AUTOMATIC AND MANUAL TRANSMIS-
SIONS) ................................................................................................................. 5-16
5.4.1.11 SOFT CRUISE ...................................................................................................... 5-16
5.4.1.12 CRUISE V SPEED MAY EXCEED RSL ............................................................... 5-16
5.4.2 PREDICTIVE CRUISE CONTROL (PCC) .................................................................. 5-17
5.4.2.1 PCC STATE TRANSITION ................................................................................... 5-18
5.4.2.2 PCC SET SPEED CALCULATION ....................................................................... 5-18
5.4.2.3 PCC HEARTBEAT ................................................................................................ 5-18
5.4.2.4 PROGRAMMING REQUIREMENTS AND FLEXIBILITY ..................................... 5-19
5.4.3 INSTALLATION ........................................................................................................... 5-19
5.4.4 PROGRAMMING REQUIREMENTS AND FLEXIBILITY ........................................... 5-20
5.4.5 INTERACTION WITH OTHER FEATURES ................................................................ 5-24
5.5 DIAGNOSTICS ............................................................................................................... 5-25
5.5.1 OPERATION ............................................................................................................... 5-25
5.6 DUAL SPEED AXLE ....................................................................................................... 5-27
5.6.1 OPERATION ............................................................................................................... 5-27
5.6.2 INSTALLATION ........................................................................................................... 5-27
5.6.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-27
5.7 ENGINE BRAKE CONTROLS ........................................................................................ 5-29
5.7.1 OPERATION ............................................................................................................... 5-29

All information subject to change without notice. (Rev. ) ix


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
TABLE OF CONTENTS

5.7.1.1 SERVICE BRAKE CONTROL OF ENGINE BRAKES .......................................... 5-29


5.7.1.2 CRUISE CONTROL OR ROAD SPEED LIMIT WITH ENGINE BRAKE ............. 5-30
5.7.1.3 ENGINE BRAKE DISABLE ................................................................................... 5-30
5.7.1.4 ENGINE BRAKE ACTIVE ..................................................................................... 5-30
5.7.1.5 DYNAMIC FAN BRAKING .................................................................................... 5-30
5.7.1.6 CLUTCH RELEASED INPUT ............................................................................... 5-30
5.7.1.7 MIN VEHICLE SPEED FOR ENGINE BRAKES ................................................... 5-30
5.7.2 INSTALLATION ........................................................................................................... 5-31
5.7.3 PROGRAMMING REQUIREMENTS AND FLEXIBILITY .......................................... 5-31
5.7.3.1 EVOBUS 5-STAGE RETARDER .......................................................................... 5-35
5.7.4 INTERACTION WITH OTHER FEATURES ................................................................ 5-37
5.8 ENGINE PROTECTION .................................................................................................. 5-39
5.8.1 OPERATION ............................................................................................................... 5-39
5.8.1.1 WARNING ............................................................................................................ 5-39
5.8.1.2 SHUTDOWN ......................................................................................................... 5-40
5.8.2 STOP ENGINE OVERRIDE OPTION ......................................................................... 5-40
5.8.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-40
5.9 ENGINE RATINGS .......................................................................................................... 5-43
5.9.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-43
5.10 ENGINE STARTER CONTROL ...................................................................................... 5-47
5.10.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-48
5.10.1.1 STARTER OVER TEMP CRANK DELAY PROTECTION (MCM2 STARTER
CONTROL) .......................................................................................................... 5-49
5.11 FAN CONTROL ............................................................................................................... 5-51
5.11.1 OPERATION ............................................................................................................... 5-51
5.11.2 SINGLE–SPEED FAN (FAN TYPE 4) ......................................................................... 5-51
5.11.2.1 SINGLE-SPEED FAN INSTALLATION ................................................................. 5-52
5.11.2.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 5-52
5.11.3 SINGLE–SPEED FAN (FAN TYPE 7) ......................................................................... 5-54
5.11.3.1 SINGLE-SPEED FAN INSTALLATION ................................................................. 5-55
5.11.3.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 5-55
5.11.4 VARIABLE SPEED FAN (FAN TYPE 2) WITH FAN SPEED FEEDBACK .................. 5-58
5.11.4.1 INSTALLATION ..................................................................................................... 5-58
5.11.4.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 5-59
5.12 FLEET MANAGEMENT .................................................................................................. 5-63
5.12.1 OPERATION ............................................................................................................... 5-63
5.12.2 DDEC 10 DATA .......................................................................................................... 5-63
5.12.2.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 5-63
5.12.3 DDEC 10 REPORTS .................................................................................................. 5-64
5.13 FUEL ECONOMY INCENTIVE ....................................................................................... 5-73
5.13.1 OPERATION ............................................................................................................... 5-73
5.13.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-73
5.13.3 INTERACTION WITH OTHER FEATURES. ............................................................... 5-74
5.14 IDLE ADJUST ................................................................................................................. 5-75
5.14.1 OPERATION ............................................................................................................... 5-75
5.14.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-75
5.15 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN ....................................................... 5-77

x All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.15.1 OPERATION — IDLE SHUTDOWN NON-PTO MODE .............................................. 5-77


5.15.1.1 INACTIVE SHUTDOWN ....................................................................................... 5-78
5.15.2 OPERATION — PTO SHUTDOWN ............................................................................ 5-78
5.15.3 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN OPTIONS ................................. 5-78
5.15.3.1 IDLE / PTO SHUTDOWN OVERRIDE ................................................................. 5-79
5.15.3.2 IDLE SHUTDOWN WITH AMBIENT AIR TEMP .................................................. 5-79
5.15.3.3 IDLE SHUTDOWN WITH AMBIENT AIR TEMP CONTINUOUS OVERRIDE ..... 5-80
5.15.3.4 VEHICLE POWER SHUTDOWN .......................................................................... 5-81
5.15.3.5 MAXIMUM ENGINE LOAD SHUTDOWN ............................................................. 5-81
5.15.4 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-81
5.16 LIMITERS ........................................................................................................................ 5-85
5.16.1 OPERATION ............................................................................................................... 5-85
5.16.2 INSTALLATION ........................................................................................................... 5-85
5.16.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-86
5.17 LOW GEAR TORQUE REDUCTION .............................................................................. 5-89
5.17.1 OPERATION ............................................................................................................... 5-89
5.17.1.1 EXAMPLE 1 – ONE TORQUE LIMIT ................................................................... 5-89
5.17.1.2 EXAMPLE 2 – TWO TORQUE LIMITS ................................................................ 5-89
5.17.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-90
5.18 OPTIMIZED IDLE ............................................................................................................ 5-91
5.18.1 OPERATION ............................................................................................................... 5-91
5.18.1.1 OPTIMIZED IDLE START UP SEQUENCE ......................................................... 5-91
5.18.1.2 OI ENGINE TARGET RPM ................................................................................... 5-92
5.18.1.3 ENGINE MODE .................................................................................................... 5-92
5.18.1.4 THERMOSTAT MODE .......................................................................................... 5-94
5.18.2 INSTALLATION ........................................................................................................... 5-95
5.18.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-96
5.18.4 INTERACTION WITH OTHER FEATURES ................................................................ 5-98
5.19 PARKED DPF REGENERATION .................................................................................... 5-99
5.19.1 OPERATION ............................................................................................................... 5-99
5.19.1.1 REGENERATION OPTIONS ................................................................................ 5-99
5.19.2 DPF PARKED (STATIONARY) REGENERATION FOR HAZARDOUS
APPLICATIONS ONLY ............................................................................................... 5-100
5.19.2.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 5-101
5.20 PASSMART ..................................................................................................................... 5-103
5.20.1 OPERATION ............................................................................................................... 5-103
5.20.2 INSTALLATION ........................................................................................................... 5-104
5.20.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-104
5.20.4 INTERACTION WITH OTHER FEATURES ................................................................ 5-105
5.21 PASSWORDS ................................................................................................................. 5-107
5.21.1 OPERATION ............................................................................................................... 5-107
5.21.1.1 BACK DOOR PASSWORD .................................................................................. 5-108
5.21.1.2 CHANGING THE PASSWORD ............................................................................ 5-108
5.22 PROGRESSIVE SHIFT ................................................................................................... 5-109
5.22.1 OPERATION ............................................................................................................... 5-109
5.22.2 LOW RANGE #1 ......................................................................................................... 5-110
5.22.3 LOW RANGE #2 ......................................................................................................... 5-110

All information subject to change without notice. (Rev. ) xi


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TABLE OF CONTENTS

5.22.4 HIGH RANGE ............................................................................................................. 5-111


5.22.5 INSTALLATION INFORMATION ................................................................................. 5-113
5.22.6 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-113
5.22.7 INTERACTION WITH OTHER FEATURES ................................................................ 5-114
5.23 STARTER LOCKOUT ..................................................................................................... 5-115
5.23.1 OPERATION ............................................................................................................... 5-115
5.23.2 INSTALLATION ........................................................................................................... 5-115
5.23.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-116
5.24 TACHOMETER DRIVE ................................................................................................... 5-117
5.24.1 OPERATION ............................................................................................................... 5-117
5.25 THROTTLE CONTROL/GOVERNORS .......................................................................... 5-119
5.25.1 AUTOMOTIVE LIMITING SPEED GOVERNOR - ON-HIGHWAY .............................. 5-119
5.25.1.1 ALSG ACCELERATOR PEDAL ............................................................................ 5-119
5.25.1.2 ALSG ACCELERATOR PEDAL INSTALLATION .................................................. 5-119
5.25.1.3 ALSG ACCELERATOR PEDAL ASSEMBLY DIAGNOSTICS .............................. 5-120
5.25.2 POWER TAKE-OFF (PTO) ........................................................................................ 5-120
5.25.2.1 CAB PTO – CRUISE SWITCH PTO ..................................................................... 5-122
5.25.2.2 PTO DOSING FEATURE ...................................................................................... 5-124
5.25.2.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY (CRUISE SWITCH PTO) .. 5-125
5.25.3 REMOTE PTO — PREPROGRAMMED SET SPEEDS ............................................. 5-128
5.25.3.1 PULSED INPUT USING PIN 2/9 .......................................................................... 5-129
5.25.3.2 INSTALLATION ..................................................................................................... 5-130
5.25.3.3 GRAY CODED USING PINS 2/9, 1/11, 2/11 AND BINARY CODED .................... 5-131
5.25.3.4 INSTALLATION FOR GRAY CODED OR BINARY INPUT ................................... 5-131
5.25.3.5 PROGRAMMING REQUIREMENTS & FLEXIBILITY (REMOTE PTO) ............... 5-132
5.25.3.6 REMOTE ACCELERATOR CONTROL FOR PTO OR ALSG .............................. 5-133
5.25.3.7 REMOTE ACCELERATOR CONTROL EXAMPLE .............................................. 5-134
5.25.3.8 INSTALLATION ..................................................................................................... 5-134
5.25.3.9 SPLIT-SHAFT APPLICATIONS ............................................................................ 5-135
5.25.4 RPM FREEZE ............................................................................................................. 5-135
5.25.4.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 5-136
5.26 TRANSMISSION INTERFACE ........................................................................................ 5-137
5.26.1 MANUAL TRANSMISSIONS ...................................................................................... 5-137
5.26.1.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 5-137
5.26.2 EATON TOP2 OPERATION ....................................................................................... 5-137
5.26.2.1 INSTALLATION ..................................................................................................... 5-137
5.26.2.2 PROGRAMMING REQUIREMENTS& FLEXIBILITY ........................................... 5-138
5.26.2.3 DIAGNOSTICS ..................................................................................................... 5-139
5.26.3 ALLISON TRANSMISSION ........................................................................................ 5-139
5.26.4 EATON ULTRASHIFT TRANSMISSION .................................................................... 5-140
5.26.5 EATON AUTOSHIFT TRANSMISSION ...................................................................... 5-141
5.26.6 EATON ULTRASHIFT PLUS TRANSMISSION .......................................................... 5-142
5.27 VEHICLE SPEED LIMITING ........................................................................................... 5-143
5.27.1 OPERATION ............................................................................................................... 5-143
5.27.1.1 VSS DIAGNOSTIC LIMITS ................................................................................... 5-143
5.27.2 INSTALLATION ........................................................................................................... 5-143
5.27.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-143

xii All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.27.4 GLOBAL ROAD SPEED LIMIT ................................................................................... 5-144


5.27.4.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 5-144
5.27.5 INTERACTION WITH OTHER FEATURES ................................................................ 5-144
5.28 VEHICLE SPEED SENSOR ANTI-TAMPERING ............................................................ 5-145
5.28.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY ................................................ 5-145

6 COMMUNICATION PROTOCOLS ...................................................................................... 6-1


6.1 OVERVIEW ..................................................................................................................... 6-2
6.2 SAE J1939 MESSAGES AND MESSAGE FORMAT ...................................................... 6-2
6.2.1 SAE J1939 SUPPORTED MESSAGES ..................................................................... 6-7
6.2.1.1 ACC1 – ADAPTIVE CRUISE CONTROL ............................................................. 6-7
6.2.1.2 ACK/NACK – ACKNOWLEDGE / NEGATIVE ACKNOWLEDGE ......................... 6-8
6.2.1.3 AETC - ADVERTISED ENGINE TORQUE CURVE ............................................. 6-8
6.2.1.4 AMB – AMBIENT CONDITIONS .......................................................................... 6-9
6.2.1.5 ATI2 - AFTERTREATMENT INTAKE GAS 2 ........................................................ 6-9
6.2.1.6 ATO2 - AFTERTREATMENT OUTLET GAS 2 ..................................................... 6-10
6.2.1.7 CCSS – CRUISE CONTROL / VEHICLE SPEED SETUP ................................... 6-10
6.2.1.8 CCVS – CRUISE CONTROL / VEHICLE SPEED ................................................ 6-10
6.2.1.9 CI – COMPONENT IDENTIFICATION ................................................................. 6-13
6.2.1.10 CM1 – CAB MESSAGE1 ...................................................................................... 6-13
6.2.1.11 DD-DASH DISPLAY (PGN 65276 (R) .................................................................. 6-15
6.2.1.12 DM1 – ACTIVE DIAGNOSTIC TROUBLE CODES .............................................. 6-15
6.2.1.13 DM2 – PREVIOUSLY ACTIVE DIAGNOSTIC TROUBLE CODES ...................... 6-17
6.2.1.14 DM3 - DIAGNOSTIC DATA CLEAR/RESET OF PREVIOUSLY ACTIVE DTCS . 6-18
6.2.1.15 DM11 — DIAGNOSTIC DATA CLEAR/RESET FOR ACTIVE DTCS ................... 6-18
6.2.1.16 DM13 — STOP START BROADCAST ................................................................ 6-19
6.2.1.17 EBC1 -- ELECTRONIC BRAKE CONTROLLER #1 ............................................. 6-20
6.2.1.18 EBC2 – WHEEL SPEED INFORMATION ........................................................... 6-21
6.2.1.19 EC – ENGINE CONFIGURATION ........................................................................ 6-21
6.2.1.20 EEC1 -- ELECTRONIC ENGINE CONTROLLER #1 ........................................... 6-22
6.2.1.21 EEC2 -- ELECTRONIC ENGINE CONTROLLER #2 .......................................... 6-24
6.2.1.22 EEC3 -- ELECTRONIC ENGINE CONTROLLER #3 ........................................... 6-25
6.2.1.23 EEC4 – ELECTRONIC ENGINE CONTROLLER #4 ............................................ 6-25
6.2.1.24 EFL/P1 – ENGINE FLUID LEVEL/PRESSURE1 .................................................. 6-26
6.2.1.25 EFL/P2 – ENGINE FLUID LEVEL/PRESSURE #2 ............................................... 6-26
6.2.1.26 ERC1 - ELECTRONIC RETARDER CONTROLLER #1 ....................................... 6-26
6.2.1.27 ET1 – ENGINE TEMPERATURE #1 .................................................................... 6-28
6.2.1.28 ET2 – ENGINE TEMPERATURE #2 .................................................................... 6-28
6.2.1.29 ETC1 -- ELECTRONIC TRANSMISSION CONTROLLER #1 .............................. 6-29
6.2.1.30 ETC2 -- ELECTRONIC TRANSMISSION CONTROLLER #2 .............................. 6-30
6.2.1.31 ETC7 – ELECTRONIC TRANSMISSION CONTROLLER 7 ................................ 6-31
6.2.1.32 FD – FAN DRIVE .................................................................................................. 6-32
6.2.1.33 HOURS – ENGINE HOURS, REVOLUTIONS ..................................................... 6-33
6.2.1.34 IC1 – INLET/EXHAUST CONDITIONS #1 ........................................................... 6-33
6.2.1.35 IO — IDLE OPERATION ...................................................................................... 6-34
6.2.1.36 LFC – FUEL CONSUMPTION (LIQUID) .............................................................. 6-34
6.2.1.37 LFE – FUEL ECONOMY (LIQUID) ....................................................................... 6-35

All information subject to change without notice. (Rev. ) xiii


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TABLE OF CONTENTS

6.2.1.38 PTC1 – PARTICULATE TRAP CONTROL 1 ........................................................ 6-35


6.2.1.39 PTO – POWER TAKEOFF INFORMATION .......................................................... 6-38
6.2.1.40 RC – RETARDER CONFIGURATION .................................................................. 6-39
6.2.1.41 REQUESTS .......................................................................................................... 6-41
6.2.1.42 SHUTDOWN — IDLE SHUTDOWN ..................................................................... 6-41
6.2.1.43 SOFT – SOFTWARE IDENTIFICATION ............................................................... 6-43
6.2.1.44 TC — TURBOCHARGER ..................................................................................... 6-45
6.2.1.45 TCFG2 — TRANSMISSION CONFIGURATION .................................................. 6-45
6.2.1.46 TCO1 — TACHOGRAPH ..................................................................................... 6-46
6.2.1.47 TD — TIME/DATE ................................................................................................ 6-47
6.2.1.48 TI1 - TANK INFORMATION 1 .............................................................................. 6-47
6.2.1.49 TSC1 — TORQUE SPEED CONTROL ................................................................ 6-48
6.2.1.50 VD — VEHICLE DISTANCE ................................................................................. 6-49
6.2.1.51 VDHR – HIGH RESOLUTION VEHICLE DISTANCE ........................................... 6-49
6.2.1.52 VEP – VEHICLE ELECTRICAL POWER ............................................................. 6-50
6.2.1.53 VH — VEHICLE HOURS ...................................................................................... 6-50
6.2.1.54 VI – VEHICLE IDENTIFICATION .......................................................................... 6-50
6.2.1.55 WFI — WATER-IN-FUEL INDICATOR ................................................................. 6-51

APPENDIX A: DDEC10 AFTERTREATMENT CONTROL MODULE HARNESS ........................ A-1

APPENDIX B: PARAMETER LIST ............................................................................................... B-1

APPENDIX C: ACRONYMS .......................................................................................................... C-1

INDEX ............................................................................................................................................ INDEX-1

xiv All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

LIST OF FIGURES

Figure 3-1 Motor Control Module2 ...................................................................................... 3-3


Figure 3-2 120–pin Connector and 21–pin Connector Tie-wrapped to Brackets ............... 3-18
Figure 3-3 The Common Powertrain Controller .................................................................. 3-21
Figure 3-4 CPC2+ Dimensions ........................................................................................... 3-22
Figure 3-5 Main Power Supply Shutdown .......................................................................... 3-46
Figure 3-6 Aftertreatment Control Module .......................................................................... 3-49
Figure 3-7 ACM2 Mounting ................................................................................................ 3-51
Figure 3-8 1-BOX™ System ............................................................................................... 3-54
Figure 3-9 1-BOX .............................................................................................................. 3-54
Figure 3-10 2 Box System .................................................................................................... 3-55
Figure 3-11 2 Box System .................................................................................................... 3-55
Figure 3-12 1-BOX System .................................................................................................. 3-57
Figure 3-13 2010 Aftertreatment Wiring Definition ............................................................... 3-59
Figure 3-14 Power Wiring .................................................................................................... 3-61
Figure 3-15 VIH to ATS Interface (1-BOX) ........................................................................... 3-71
Figure 3-16 VIH to ATS 2V2 2-Box ....................................................................................... 3-72
Figure 3-17 VIH to ATS 2HV 2-Box ...................................................................................... 3-73
Figure 3-18 VIH to ATS 2HH PIERCE .................................................................................. 3-74
Figure 3-19 Metering Unit ..................................................................................................... 3-80
Figure 3-20 Diesel Exhaust Fluid (DEF) Pump Module ........................................................ 3-83
Figure 3-21 Wiring for 9-pin Data Link Connector ................................................................ 3-86
Figure 3-22 Setting Wire Gage Selector and Positioning the Contact .................................. 3-93
Figure 3-23 Pushing Contact Into Grommet ........................................................................ 3-93
Figure 3-24 Locking Terminal Into Connector ....................................................................... 3-94
Figure 3-25 Removal Tool Position ....................................................................................... 3-94
Figure 3-26 Removal Tool Insertion ...................................................................................... 3-95
Figure 3-27 Positioning the Leads ........................................................................................ 3-96
Figure 3-28 Securing the Leads With a Clip ......................................................................... 3-96
Figure 3-29 Recommended Strain Relief of Spliced Joint .................................................... 3-97
Figure 3-30 Splicing Straight Leads - Alternate Method 1 .................................................... 3-99
Figure 3-31 Splicing Straight Leads - Alternate Method 2 .................................................... 3-101
Figure 3-32 The Correct and Incorrect Method of Staggering Multiple Splices .................... 3-102
Figure 3-33 Ambient Air Temperatures Sensor Dimensions ................................................ 3-113
Figure 3-34 Engine Coolant Level Sensor Specifications .................................................... 3-114
Figure 3-35 Engine Coolant Level Sensor Installation for CPC2+ ....................................... 3-115
Figure 3-36 Engine Coolant Level Sensor Location - Top of Radiator Tank ......................... 3-116
Figure 3-37 Vehicle Speed Sensor ....................................................................................... 3-118
Figure 3-38 Magnetic Vehicle Speed Sensor Installation – CPC2+ ..................................... 3-120
Figure 5-1 Finding Incentive and Final Incentive Arbitration .............................................. 5-10
Figure 5-2 PCC State Diagram ........................................................................................... 5-18
Figure 5-3 Cruise Control Circuit ........................................................................................ 5-20
Figure 5-4 Engine Brake for DDEC10 ................................................................................ 5-31
Figure 5-5 Key Switch Starter Control ................................................................................ 5-47

All information subject to change without notice. (Rev. ) xv


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
TABLE OF CONTENTS

Figure 5-6 MCM2 Starter Control ....................................................................................... 5-48


Figure 5-7 Starter Lock-out due to Starter Over-Temperature ............................................ 5-50
Figure 5-8 Single-speed Fan – Fan Type 4 ........................................................................ 5-52
Figure 5-9 Single-speed Fan – Fan Type 7 ........................................................................ 5-55
Figure 5-10 Variable Speed Fan with Fan Speed Feedback (Fan Type 2) .......................... 5-59
Figure 5-11 DDEC 10 Reports, Trip Activity Report ............................................................. 5-66
Figure 5-12 DDEC 10 Reports, Trip Activity ......................................................................... 5-67
Figure 5-13 DDEC 10 Reports, Daily Engine Usage ............................................................ 5-68
Figure 5-14 DDEC 10 Reports, Engine Load/RPM .............................................................. 5-69
Figure 5-15 DDEC 10 Reports, Vehicle Speed/RPM ........................................................... 5-70
Figure 5-16 DDEC 10 Reports, Profile ................................................................................. 5-71
Figure 5-17 Park Brake Digital Input .................................................................................... 5-78
Figure 5-18 Ambient Air Temperature Override .................................................................... 5-80
Figure 5-19 Vehicle Power Shutdown Relay ........................................................................ 5-81
Figure 5-20 Optimized Idle System ..................................................................................... 5-96
Figure 5-21 DPF Zone Turn On Regen Switch .................................................................... 5-100
Figure 5-22 Progressive Shift Chart - Represents Default ................................................... 5-110
Figure 5-23 Progressive Shift Corrects Problem with High and Low Gears Modified .......... 5-112
Figure 5-24 Starter Lockout .................................................................................................. 5-116
Figure 5-25 Tachometer Drive Installation ............................................................................ 5-117
Figure 5-26 Accelerator Pedal Installation ............................................................................ 5-120
Figure 5-27 PTO Logic ......................................................................................................... 5-122
Figure 5-28 Cab PTO Mode ................................................................................................. 5-123
Figure 5-29 Remote PTO Mode – Pulsed Input Using Pin 2/9 ............................................. 5-130
Figure 5-30 Remote PTO Switch .......................................................................................... 5-130
Figure 5-31 Remote PTO Gray Coded or Binary Input ........................................................ 5-132
Figure 5-32 Remote Accelerator Control for PTO or ALSG ................................................. 5-135
Figure 5-33 Top2 Transmission ............................................................................................ 5-138
Figure A-1 Aftertreatment Control Module Schematic ........................................................ A-2

xvi All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

LIST OF TABLES

Table 2-1 The Correct Type of Fire Extinguisher ............................................................... 2-7


Table 3-1 Electrical Limits ................................................................................................. 3-4
Table 3-2 Power Supply .................................................................................................... 3-4
Table 3-3 CAN-Bus ........................................................................................................... 3-4
Table 3-4 MCM2 120–pin Connectors ............................................................................... 3-5
Table 3-5 MCM2 Connector – DD13 (1 of 4) ..................................................................... 3-6
Table 3-6 MCM2 Connector – DD13 (2 of 4) ..................................................................... 3-7
Table 3-7 MCM2 Connector – DD13 (3 of 4) ..................................................................... 3-8
Table 3-8 MCM2 Connector – DD13 (4 of 4) ..................................................................... 3-9
Table 3-9 MCM2 Connector – DD15 (1 of 4) ..................................................................... 3-10
Table 3-10 MCM2 Connector – DD15 (2 of 4) ..................................................................... 3-11
Table 3-11 MCM2 Connector – DD15 (3 of 4) ..................................................................... 3-12
Table 3-12 MCM2 Connector – DD15 (4 of 4) ..................................................................... 3-13
Table 3-13 MCM2 Connector – DD16 (1 of 4) ..................................................................... 3-14
Table 3-14 MCM2 Connector – DD16 (2 of 4) ..................................................................... 3-15
Table 3-15 MCM2 Connector – DD16 (3 of 4) ..................................................................... 3-16
Table 3-16 MCM2 Connector – DD16 (4 of 4) ..................................................................... 3-17
Table 3-17 MCM2 21–Pin Connector — DD13, DD15, DD16 ............................................. 3-19
Table 3-18 21–Pin Connector to the MCM2 Part Numbers ................................................. 3-19
Table 3-19 Power Supply .................................................................................................... 3-22
Table 3-20 Variable Reluctance Signal Interface ................................................................ 3-23
Table 3-21 High Power Outputs .......................................................................................... 3-24
Table 3-22 Low Power Outputs ........................................................................................... 3-25
Table 3-23 Connector #1 Pin Assignments – Truck Application ......................................... 3-26
Table 3-24 Connector #1, 18–pin Connector, B Key ........................................................... 3-26
Table 3-25 Connector #2 Pin Assignments – Truck Application ......................................... 3-27
Table 3-26 Connector #2, 18–pin Connector, A Key ........................................................... 3-27
Table 3-27 Connector #3 Pin Assignments – Truck Application ......................................... 3-28
Table 3-28 Connector #3, 21–pin Connector, Key A ........................................................... 3-28
Table 3-29 Connector #4 Pin Assignments – Truck Application ......................................... 3-29
Table 3-30 Connector #4, 18–pin Connector, Key C ........................................................... 3-29
Table 3-31 Connector #1 Pin Assignments – Vocational Applications ................................ 3-30
Table 3-32 Connector #1, 18–pin Connector, B Key ........................................................... 3-30
Table 3-33 Connector #2 Pin Assignments – Vocational Applications ................................ 3-31
Table 3-34 Connector #2, 18–pin Connector, A Key ........................................................... 3-31
Table 3-35 Connector #3 Pin Assignments – Vocational Applications ................................ 3-32
Table 3-36 Connector #3, 21–pin Connector, Key A ........................................................... 3-32
Table 3-37 Connector #4 Pin Assignments – Vocational Applications ................................ 3-33
Table 3-38 Connector #4, 18–pin Connector, Key C ........................................................... 3-33
Table 3-39 Connector #1 Pin Assignments – Coach Application ........................................ 3-34
Table 3-40 Connector #1, 18–pin Connector, B Key ........................................................... 3-34
Table 3-41 Connector #2 Pin Assignments – Coach Application ........................................ 3-35
Table 3-42 Connector #2, 18–pin Connector, A Key ........................................................... 3-35

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TABLE OF CONTENTS

Table 3-43 Connector #3 Pin Assignments – Coach Application ........................................ 3-36


Table 3-44 Connector #3, 21–pin Connector, Key A ........................................................... 3-36
Table 3-45 Connector #4 Pin Assignments – Coach Application ........................................ 3-37
Table 3-46 Connector #4, 18–pin Connector, Key C ........................................................... 3-37
Table 3-47 Connector #1 Pin Assignments – Fire Truck Application .................................. 3-38
Table 3-48 Connector #1, 18–pin Connector, B Key ........................................................... 3-38
Table 3-49 Connector #2 Pin Assignments – Fire Truck Application .................................. 3-39
Table 3-50 Connector #2, 18–pin Connector, A Key ........................................................... 3-39
Table 3-51 Connector #3 Pin Assignments – Fire Truck Application .................................. 3-40
Table 3-52 Connector #3, 21–pin Connector, Key A ........................................................... 3-40
Table 3-53 Connector #4 Pin Assignments – Fire Truck Application .................................. 3-41
Table 3-54 Connector #4, 18–pin Connector, Key C ........................................................... 3-41
Table 3-55 Wire Characteristics .......................................................................................... 3-41
Table 3-56 J1939 CPC2+ to VIH Connector Pin Assignments ........................................... 3-42
Table 3-57 Proprietary Engine-CAN Data Link .................................................................... 3-43
Table 3-58 Maximum Average Current Draw ...................................................................... 3-44
Table 3-59 Current Draw for CPC2+ Configuration ............................................................. 3-44
Table 3-60 Current Draw for MCM2 Configuration .............................................................. 3-44
Table 3-61 ACM2 Current ................................................................................................... 3-45
Table 3-62 Fuse Current and Blow Time ............................................................................. 3-48
Table 3-63 Fuse Temperature and Current ......................................................................... 3-48
Table 3-64 ACM2 Max Vibration Threshold ........................................................................ 3-50
Table 3-65 Operating Range .............................................................................................. 3-52
Table 3-66 21–Pin Connector to the ACM2 ......................................................................... 3-53
Table 3-67 System Responsibility for Aftertreatment .......................................................... 3-58
Table 3-68 21–Pin Connector to the MCM2 ........................................................................ 3-63
Table 3-69 21–Pin Connector to the MCM2 Part Numbers ................................................. 3-63
Table 3-70 10–Pin Engine Controller-OEM ......................................................................... 3-64
Table 3-71 10–Pin Vehicle Chassis Connector ................................................................... 3-64
Table 3-72 ACM2 Connector (1 of 4) .................................................................................. 3-65
Table 3-73 ACM2 Connector (2 of 4) .................................................................................. 3-66
Table 3-74 ACM2 Connector (3 of 4) .................................................................................. 3-67
Table 3-75 ACM2 Connector (4 of 4) .................................................................................. 3-68
Table 3-76 120 Pin ACM2 Vehicle Harness Connector ....................................................... 3-69
Table 3-77 21–Pin Connector to the ACM2 ......................................................................... 3-69
Table 3-78 21 Pin ACM2 Vehicle Harness Connector ......................................................... 3-70
Table 3-79 14–PIN (A KEYING) DPF / DOC Connector ..................................................... 3-75
Table 3-80 14–PIN (B KEYING) SCR Connector ................................................................ 3-75
Table 3-81 Pierce 2HH Level Box 14–PIN (A KEYING) DPF/DOC/SCR Connector (OEM
Responsibility) .................................................................................................. 3-76
Table 3-82 14–Pin DOC/DPF Vehicle Harness A Connector .............................................. 3-76
Table 3-83 14–Pin SCR Vehicle Harness B Connector ....................................................... 3-76
Table 3-84 DEF Coolant Valve Specification ....................................................................... 3-77
Table 3-85 DEF Line Heaters .............................................................................................. 3-78
Table 3-86 DEF Tank Level Sensor ..................................................................................... 3-78
Table 3-87 DEF Tank Level Sensor Range ......................................................................... 3-79
Table 3-88 DEF Tank Temp Sensor .................................................................................... 3-79

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Table 3-89 2–Pin Dosing Valve ........................................................................................... 3-80


Table 3-90 Dosing Valve Connector .................................................................................... 3-81
Table 3-91 2–Pin Diffuser Heater ........................................................................................ 3-81
Table 3-92 2–Pin Diffuser Heater Connector ...................................................................... 3-81
Table 3-93 2–Pin Aux Heating ............................................................................................. 3-81
Table 3-94 2–Pin Aux Heater Connector ............................................................................. 3-81
Table 3-95 3–Pin DEF Pressure Sensor ............................................................................. 3-82
Table 3-96 DEF Pressure Sensor Connector ...................................................................... 3-82
Table 3-97 2–Pin DEF Temperature Sensor ....................................................................... 3-82
Table 3-98 DEF Temperature Sensor Connector ................................................................ 3-82
Table 3-99 3–Pin Air Pressure Sensor ................................................................................ 3-82
Table 3-100 Air Pressure Sensor Connector ......................................................................... 3-83
Table 3-101 4–Pin Pump Supply Unit Connector .................................................................. 3-84
Table 3-102 4–Pin Air Control Unit Connector ...................................................................... 3-84
Table 3-103 DEF Pump Connector Part Numbers ................................................................ 3-84
Table 3-104 VIH Components to Incorporate an SAE J1939 Data Link ................................ 3-86
Table 3-105 2010 Lamp Status Support ................................................................................ 3-87
Table 3-106 Lamp Status Support ........................................................................................ 3-88
Table 3-107 Crimp Tools ....................................................................................................... 3-92
Table 3-108 Removal Tools for Deutsch Terminals ............................................................... 3-94
Table 3-109 Recommended Splicing Tools ........................................................................... 3-95
Table 3-110 Applied Load Criteria for Terminals ................................................................... 3-97
Table 3-111 Recommended Splicing Tools ........................................................................... 3-97
Table 3-112 Applied Load Criteria for Terminals ................................................................... 3-98
Table 3-113 Recommended Splicing Tools ........................................................................... 3-100
Table 3-114 Sensor Types .................................................................................................... 3-109
Table 3-115 Function of Factory-installed Sensors ............................................................... 3-109
Table 3-116 Function of Aftertreatment Sensors ................................................................... 3-110
Table 3-117 Actuators .......................................................................................................... 3-111
Table 3-118 Function and Guidelines for OEM-installed Sensors ......................................... 3-112
Table 3-119 Ambient Air Temperature Sensor Parameters ................................................... 3-113
Table 3-120 Metri-Pack 280 Connectors and Part Numbers ................................................. 3-114
Table 3-121 ECL Sensor Installation Kit 1/4 in. NPTF P/N: 23515397 ................................. 3-117
Table 3-122 ECL Sensor Installation Kit 3/8 in. NPTF P/N: 23515398 ................................. 3-117
Table 3-123 Enabling the Engine Coolant Level Sensor ....................................................... 3-117
Table 3-124 Vehicle Speed Sensor Parameters ................................................................... 3-118
Table 3-125 Magnetic Pickup Vehicle Speed Sensor Requirements .................................... 3-119
Table 3-126 Vehicle Speed Sensor Wiring ............................................................................ 3-119
Table 3-127 Vehicle Speed Sensor Parameters for J1939 Option ........................................ 3-121
Table 3-128 DLCC1 and J1939 Multiplexed Lamps .............................................................. 3-123
Table 3-129 2010 Multiplexed Lamp Status Support ............................................................ 3-124
Table 3-130 AWL Programming Options ............................................................................... 3-125
Table 3-131 Cruise Active Lamp Programming Options ....................................................... 3-126
Table 3-132 Deceleration Lamp Programming Options ........................................................ 3-127
Table 3-133 DEF Gauge/Lamp Conditions ........................................................................... 3-128
Table 3-134 Diesel Exhaust Fluid Low Lamp Programming Options .................................... 3-129
Table 3-135 DPF Regeneration Lamp Options ..................................................................... 3-130

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TABLE OF CONTENTS

Table 3-136 Fuel Filter Restriction Lamp Options ................................................................. 3-130


Table 3-137 High Exhaust System Temperature Lamp Options ........................................... 3-131
Table 3-138 Low Battery Voltage Lamp Programming Options ............................................ 3-132
Table 3-139 Low Coolant Level Lamp Programming Options ............................................... 3-133
Table 3-140 Low Oil Pressure Lamp Programming Options ................................................. 3-134
Table 3-141 Optimized Idle Active Lamp Programming Options ........................................... 3-136
Table 3-142 Purge-in-Process Lamp Programming Options ................................................. 3-137
Table 3-143 RSL Programming Options ............................................................................... 3-138
Table 3-144 Wait-to-Start Lamp Programming Options ........................................................ 3-139
Table 3-145 WIF Lamp Programming Options for DD15, DD13, and DD16 Engines ........... 3-140
Table 4-1 DDEC10 Inputs ................................................................................................. 4-3
Table 4-2 Air Condition Status Programming Options ....................................................... 4-4
Table 4-3 Aux Shutdown #1 Programming Options .......................................................... 4-5
Table 4-4 Clutch Switch Programming Options ................................................................. 4-6
Table 4-5 Cruise Control On/Off Switch Programming Options ........................................ 4-6
Table 4-6 Cruise Control Resume/Accel Switch Programming Options ............................ 4-8
Table 4-7 Operating State for Both Switch Implementations ............................................. 4-9
Table 4-8 The Operating State Based on J1939 Switch Status ........................................ 4-9
Table 4-9 Regen Switch and DPF Regeneration Inhibit Switch Programming Options .... 4-10
Table 4-10 Dual-speed Axle Switch Programming Options ................................................ 4-11
Table 4-11 Engine Brake Disable Programming Options .................................................... 4-11
Table 4-12 Level of Engine Braking .................................................................................... 4-12
Table 4-13 Engine Brake Switch Programming Options ..................................................... 4-12
Table 4-14 Fan Override Parameter .................................................................................... 4-13
Table 4-15 Hood Tilt Switch Programming Options ............................................................ 4-14
Table 4-16 OI Thermostat Programming Options ............................................................... 4-14
Table 4-17 Configuring the Park Brake Switch Input ........................................................... 4-15
Table 4-18 Configuring the Remote Accelerator Select Input ............................................. 4-16
Table 4-19 Configuring The Remote PTO Switch ............................................................... 4-16
Table 4-20 RPM Freeze Programming Options .................................................................. 4-17
Table 4-21 Configuring the Service Brake Switch Input ...................................................... 4-17
Table 4-22 Stop Engine Override Parameter ...................................................................... 4-18
Table 4-23 Throttle Inhibit Parameter .................................................................................. 4-18
Table 4-24 Configuring the Transmission Neutral Switch Input .......................................... 4-19
Table 4-25 Transmission Retarder Input Options ................................................................ 4-20
Table 4-26 Source Address Options ................................................................................... 4-22
Table 4-27 Parameters for Multiplexing ............................................................................... 4-24
Table 4-28 Digital Outputs – CPC2+ ................................................................................... 4-25
Table 4-29 Cruise Active Lamp Programming Options ....................................................... 4-26
Table 4-30 Deceleration Lamp Programming Options ........................................................ 4-27
Table 4-31 DPF Regeneration Lamp Programming Options ............................................... 4-28
Table 4-32 Engine Brake Active Programming Options ...................................................... 4-28
Table 4-33 High Exhaust System Temperature Lamp Options ........................................... 4-29
Table 4-34 Low Battery Voltage Lamp Programming Options ............................................ 4-30
Table 4-35 Coolant Level Low Lamp Programming Options ............................................... 4-30
Table 4-36 Low Oil Pressure Lamp Programming Options ................................................. 4-31
Table 4-37 Optimized Idle Active Lamp Programming Options ........................................... 4-33

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DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Table 4-38 Optimized Idle Alarm Programming Options ..................................................... 4-34


Table 4-39 Starter Lockout Programming Options .............................................................. 4-35
Table 4-40 Top2 Shift Solenoid Programming Options ....................................................... 4-36
Table 4-41 Top2 Shift Lockout Solenoid Programming Options .......................................... 4-37
Table 4-42 Vehicle Power Shutdown Programming Options ............................................... 4-37
Table 4-43 WIF Lamp Programming Options ...................................................................... 4-38
Table 4-44 ACM2 Input Sensors ......................................................................................... 4-39
Table 4-45 ACM2 Output Actuators .................................................................................... 4-40
Table 5-1 Auto-Elevate Parameters .................................................................................. 5-3
Table 5-2 Clean Idle Limiting Conditions ........................................................................... 5-5
Table 5-3 Clean Engine Idle Limiting and Other Features ................................................ 5-7
Table 5-4 CDR Mode Settings ........................................................................................... 5-10
Table 5-5 CDR Reset Frequency Options ......................................................................... 5-11
Table 5-6 Three Cruise Control Operation Modes ............................................................ 5-13
Table 5-7 Soft Cruise ......................................................................................................... 5-16
Table 5-8 Cruise Control Parameters ................................................................................ 5-17
Table 5-9 Predictive Cruise Control Parameters ............................................................... 5-19
Table 5-10 Cruise Control Input Configuration .................................................................... 5-22
Table 5-11 Cruise Control Parameters ................................................................................ 5-23
Table 5-12 Meritor Wabco Adaptive Cruise Control ............................................................ 5-23
Table 5-13 Eaton Vorad Adaptive Cruise Control ................................................................ 5-24
Table 5-14 Instrument Panel Lamps ................................................................................... 5-26
Table 5-15 Dual Speed Axle Digital Input ............................................................................ 5-27
Table 5-16 Programming the Axle Ratios ............................................................................ 5-27
Table 5-17 CPC2+ Configuration Parameter for Jake Brake Applications .......................... 5-33
Table 5-18 Cruise Control and Road Speed Limit Engine Brake Parameters ..................... 5-34
Table 5-19 Optional Digital Output for Engine Brakes ......................................................... 5-34
Table 5-20 Service Brake Control of Engine Brakes Parameter ......................................... 5-35
Table 5-21 Minimum mph for Engine Brakes Option ........................................................... 5-35
Table 5-22 Retarder Selection and Function ....................................................................... 5-36
Table 5-23 Evobus 5-Stage Retarder Option ...................................................................... 5-37
Table 5-24 Engine Protection .............................................................................................. 5-41
Table 5-25 Shutdown Times ................................................................................................ 5-41
Table 5-26 DD13 Rating EPA2010 ...................................................................................... 5-44
Table 5-27 DD15 Rating EPA2010 ...................................................................................... 5-45
Table 5-28 DD16 Rating EPA2010 ...................................................................................... 5-46
Table 5-29 Engine Starter Control Settings — MCM2 ......................................................... 5-48
Table 5-30 Current vs Inductance ....................................................................................... 5-49
Table 5-31 Single-speed Fan – Type 4 MCM2 Options ...................................................... 5-53
Table 5-32 Single-speed Fan – Type 4 CPC2+ Options ..................................................... 5-54
Table 5-33 Single-speed Fan – Type 7 MCM2 Options ...................................................... 5-56
Table 5-34 Single-speed Fan – Type 7 CPC2+ Options ..................................................... 5-57
Table 5-35 Variable Speed Fan With Fan Speed Feedback – Type 2 Options ................... 5-60
Table 5-36 Variable Speed Fan with Fan Speed Feedback – Type 2 CPC2+ Options ....... 5-61
Table 5-37 DDEC 10 Data Parameters for Fleet Management ........................................... 5-64
Table 5-38 Fuel Density Parameter ..................................................................................... 5-64
Table 5-39 Fuel Economy Limits ......................................................................................... 5-73

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TABLE OF CONTENTS

Table 5-40 Fuel Economy Incentive Parameters ................................................................ 5-74


Table 5-41 Idle Adjust Parameters ...................................................................................... 5-76
Table 5-42 Operator Override Options ................................................................................ 5-79
Table 5-43 Idle Shutdown Timer Programming Options ..................................................... 5-83
Table 5-44 Limiter Pin Assignments .................................................................................... 5-85
Table 5-45 Limiter 0 and Limiter 1 Parameters ................................................................... 5-86
Table 5-46 Minimum and Maximum Engine Speed Parameters ......................................... 5-87
Table 5-47 Transmission Ratios .......................................................................................... 5-89
Table 5-48 Transmission Ratios .......................................................................................... 5-90
Table 5-49 Low Gear Torque Limiting Parameters .............................................................. 5-90
Table 5-50 OI Engine Target RPM ...................................................................................... 5-92
Table 5-51 Voltage Threshold Based on Ambient Air Temperature .................................... 5-93
Table 5-52 Normal Battery Run Mode ................................................................................. 5-93
Table 5-53 Alternate Battery Run Mode .............................................................................. 5-93
Table 5-54 Continuous Battery Run Mode .......................................................................... 5-94
Table 5-55 Ambient Air Temp Sensor Enable ..................................................................... 5-94
Table 5-56 Parameters ........................................................................................................ 5-95
Table 5-57 Optimized Idle Digital Inputs and Digital Outputs .............................................. 5-97
Table 5-58 Optimized Idle Options ...................................................................................... 5-97
Table 5-59 Engine Protection Parameters .......................................................................... 5-98
Table 5-60 Parked Regeneration Options ........................................................................... 5-100
Table 5-61 ACM2 Parameters ............................................................................................. 5-101
Table 5-62 Parameter Settings for Manual Transmissions ................................................. 5-101
Table 5-63 Parameter Settings for J1939 Transmissions (Allison, Eaton UltraShift, Eaton
AutoShift) ......................................................................................................... 5-101
Table 5-64 PasSmart Settings ............................................................................................. 5-104
Table 5-65 PasSmart Parameters ....................................................................................... 5-105
Table 5-66 Protected Parameters ....................................................................................... 5-107
Table 5-67 Progressive Shift Programming ........................................................................ 5-113
Table 5-68 Starter Lockout .................................................................................................. 5-116
Table 5-69 Tachometer Parameter ...................................................................................... 5-117
Table 5-70 Cruise Switch PTO Digital Inputs ...................................................................... 5-126
Table 5-71 Cruise Switch PTO Parameters (1 of 2) ............................................................ 5-127
Table 5-72 Cruise Switch PTO Parameters (2 of 2) ............................................................ 5-128
Table 5-73 Gray Coded Inputs ............................................................................................ 5-131
Table 5-74 Binary Inputs ..................................................................................................... 5-131
Table 5-75 Remote PTO Parameters (1 of 2) .................................................................... 5-132
Table 5-76 Remote PTO Parameters (2 of 2) ..................................................................... 5-133
Table 5-77 Remote Accelerator Control Parameter Settings .............................................. 5-134
Table 5-78 Split-Shaft Applications ..................................................................................... 5-135
Table 5-79 RPM Freeze Programming Options .................................................................. 5-136
Table 5-80 Manual Transmission Options ........................................................................... 5-137
Table 5-81 Top2 Reprogramming Choices .......................................................................... 5-138
Table 5-82 Allison Transmission Parameters ...................................................................... 5-140
Table 5-83 Eaton UltraShift Transmission Parameters ....................................................... 5-141
Table 5-84 Eaton AutoShift Transmission Parameters ....................................................... 5-142
Table 5-85 Eaton UltraShift PLUS Transmission Parameters ............................................. 5-142

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DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Table 5-86 Vehicle Speed Limiting Parameters .................................................................. 5-143


Table 5-87 VSS Anti-tampering Parameters ....................................................................... 5-145
Table 6-1 J1939 Source Address ...................................................................................... 6-3
Table 6-2 ACM2 Address J1939 Messages ...................................................................... 6-3
Table 6-3 MCM2 Address J1939 Messages ..................................................................... 6-4
Table 6-4 SAE J1939 Supported Incoming CPC2+ Messages ......................................... 6-5
Table 6-5 SAE J1939 Supported Outgoing CPC2+ Messages ......................................... 6-7
Table B-1 DDEC 10 Parameters ........................................................................................ B-21

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TABLE OF CONTENTS

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

1 INTRODUCTION

DDEC10 is a system that monitors and determines all values required for the operation of
the engine and aftertreatment system. A diagnostic interface is provided to connect to an
external diagnosis tester. The DDEC10 system includes the engine related sensors and the
engine control unit (MCM2) ,a cab-mounted control unit for vehicle engine management, the
Common Powertrain Controller2 (CPC2+) and an Aftertreatment Control Module (ACM2).
The Aftertreatment Control Module (ACM2) has primary control for many of the exhaust gas
aftertreatment functions.
For a download of the DDEC10 Application and Installation Manual
EPA2010 Electronic Controls Application and Installation Manual (DDC-SVC-MAN-0045)

All information subject to change without notice. (Rev. ) 1-1


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INTRODUCTION

THIS PAGE INTENTIONALLY LEFT BLANK

1-2 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

2 SAFETY PRECAUTIONS

The following safety measures are essential when installing DDEC10 in a vehicle equipped
with a Detroit Diesel engine.

PERSONAL INJURY
Diesel engine exhaust and some of its constituents are known
to the State of California to cause cancer, birth defects, and
other reproductive harm.
□ Always start and operate an engine in a well ventilated
area.
□ If operating an engine in an enclosed area, vent the
exhaust to the outside.
□ Do not modify or tamper with the exhaust system or
emission control system.

2.1 STANDS
Use safety stands in conjunction with hydraulic jacks or hoists. Do not rely on either the jack or
the hoist to carry the load.

2.2 GLASSES
Select appropriate safety glasses for the job. Safety glasses must be worn when using tools
such as hammers, chisels, pullers and punches.

2.3 PROCEDURES
The following warning must be read before performing a parked or active regeneration.

All information subject to change without notice. (Rev. ) 2-1


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
SAFETY PRECAUTIONS

HOT EXHAUST
During parked Regeneration the exhaust gases will be
extremely HOT and could cause a fire if directed at
combustible materials. The vehicle must be parked outside.

2.4 WELDING
Consider the consequences of welding.

NOTICE:
When welding, the following must be done to avoid damage to the
electronic controls or the engine:
□ Both the positive (+) and negative (-) battery leads must be
disconnected before welding.
□ Ground cable must be in close proximity to welding location
- engine must never be used as a grounding point.
□ Welding on the engine or engine mounted components is
NEVER recommended.

Wear welding goggles and gloves when welding or using an acetylene torch.

FIRE
To avoid injury from fire, check for fuel or oil leaks before
welding or carrying an open flame near the engine.

2-2 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

EXPLOSION / FIRE
To avoid injury from an explosion or fire when using a welder,
torch, or other spark generating device near the engine,
make certain no flammable materials or combustible vapors
are within a distance to allow unwanted ignition. Volatile
penetrating fluids or aerosol cleaners used to assist in
the removal of fasteners could collect in the engine intake,
exhaust, combustion chamber or crankcase and create an
explosive mixture. These penetrating fluids should be used
sparingly and only when absolutely necessary. Excess fluid
should be removed from the engine before any work with
a spark generating device takes place. Operate the tool in
accordance with the manufacturer’s recommendations and
heed their cautions. Similarly, heed any cautions relating to
the volatile fluids sprayed on or near the engine.

EXPLOSION / FIRE
To avoid injury from an explosion or fire, check for fuel leaks,
oil leaks or ignitable vapors (such as penetrating fluids or
aerosol based cleaners) before welding or working near the
engine with an open flame or other spark generating device.

Insure that a metal shield separates the acetylene and oxygen which must be chained to a cart.

2.5 WORK PLACE


Organize your work area and keep it clean.

All information subject to change without notice. (Rev. ) 2-3


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
SAFETY PRECAUTIONS

PERSONAL INJURY
To avoid injury from slipping and falling, immediately clean
up any spilled liquids.

Eliminate the possibility of a fall by:


□ Wiping up oil spills
□ Keeping tools and parts off the floor
A fall could result in a serious injury.
After installation of the engine is complete:

PERSONAL INJURY
To avoid injury from rotating belts and fans, do not remove
and discard safety guards.

□ Reinstall all safety devices, guards or shields


□ Check to be sure that all tools and equipment used to install the engine are removed from
the engine

2.6 CLOTHING
Wear work clothing that fits and is in good repair. Work shoes must be sturdy and rough-soled.
Bare feet, sandals or sneakers are not acceptable foot wear when installing an engine.

PERSONAL INJURY
To avoid injury when working near or on an operating engine,
remove loose items of clothing and jewelry. Tie back or
contain long hair that could be caught in any moving part
causing injury.

2.7 ELECTRIC TOOLS


Improper use of electrical equipment can cause severe injury.

2-4 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

ELECTRICAL SHOCK
To avoid injury from electrical shock, follow OEM furnished
operating instructions prior to usage.

Check power tools before using.

2.8 AIR
Use proper shielding to protect everyone in the work area.

EYE INJURY
To avoid injury from flying debris when using compressed air,
wear adequate eye protection (face shield or safety goggles)
and do not exceed 276 kPa (40 psi) air pressure.

2.9 DIAGNOSTIC TOOLS


For mobile applications, the vehicle operator must maintain control of the vehicle while an
assistant performs the diagnostic evaluations using a diagnostic tool.

PERSONAL INJURY
To avoid injury from loss of vehicle/vessel control, the
operator of a DDEC equipped engine must not use or read
any diagnostic tool while the vehicle/vessel is moving.

2.10 FLUIDS AND PRESSURE


Fluids under pressure can have enough force to penetrate the skin.

All information subject to change without notice. (Rev. ) 2-5


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
SAFETY PRECAUTIONS

PERSONAL INJURY
To avoid injury from penetrating fluids, do not put your hands
in front of fluid under pressure. Fluids under pressure can
penetrate skin and clothing.

HOT COOLANT
To avoid scalding from the expulsion of hot coolant, never
remove the cooling system pressure cap while the engine is
at operating temperature. Wear adequate protective clothing
(face shield, rubber gloves, apron, and boots). Remove the
cap slowly to relieve pressure.

These fluids can infect a minor cut or opening in the skin. See a doctor at once, if injured by
escaping fluid. Serious infection or reaction can result without immediate medical treatment.

2.11 BATTERIES
Electrical storage batteries give off highly flammable hydrogen gas when charging and continue
to do so for some time after receiving a steady charge.

Battery Explosion and Acid Burn


To avoid injury from battery explosion or contact with battery
acid, work in a well ventilated area, wear protective clothing,
and avoid sparks or flames near the battery. If you come in
contact with battery acid:
□ Flush your skin with water.
□ Apply baking soda or lime to help neutralize the acid.
□ Flush your eyes with water.
□ Get medical attention immediately.

Always disconnect the battery cable before working on the Detroit Diesel Electronic Controls
system.

2-6 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

2.12 FIRE
Keep a charged fire extinguisher within reach. Be sure you have the correct type of extinguisher
for the situation. The correct fire extinguisher types for specific working environments are
listed in Table 2-1.

Fire Extinguisher Work Environment


Type A Wood, Paper, Textile and Rubbish
Type B Flammable Liquids
Type C Electrical Equipment

Table 2-1 The Correct Type of Fire Extinguisher

2.13 PAINT
Mask off the MCM2 and or ACM2 prior to applying any paint.

NOTICE:
Do not apply paint to the MCM2 or ACM2. The application of paint
may affect the performance of the MCM2 or ACM2.

2.14 FLUOROELASTOMER
Fluoroelastomer (Viton®) parts such as O-rings and seals are perfectly safe to handle under
normal design conditions.

CHEMICAL BURNS
To avoid injury from chemical burns, wear a face shield and
neoprene or PVC gloves when handling fluoroelastomer
O-rings or seals that have been degraded by excessive heat.
Discard gloves after handling degraded fluoroelastomer
parts.

A potential hazard may occur if these components are raised to a temperature above 600°F (316°C)
(in a fire for example). Fluoroelastomer will decompose (indicated by charring or the appearance
of a black, sticky mass) and produce hydrofluoric acid. This acid is extremely corrosive and, if
touched by bare skin, may cause severe burns (the symptoms could be delayed for several hours).

All information subject to change without notice. (Rev. ) 2-7


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
SAFETY PRECAUTIONS

THIS PAGE INTENTIONALLY LEFT BLANK

2-8 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

3 HARDWARE AND WIRING

Section Page

3.1 MOTOR CONTROL MODULE2 .............................................................. 3-3


3.2 COMMON POWERTRAIN CONTROLLER 2+ ....................................... 3-21
3.3 AFTERTREATMENT CONTROL MODULE2 .......................................... 3-49
3.4 VEHICLE INTERFACE WIRING ............................................................. 3-61
3.5 ON-BOARD DIAGNOSTICS ................................................................... 3-85
3.6 WIRES AND WIRING ............................................................................. 3-91
3.7 CONDUIT AND LOOM ............................................................................ 3-105
3.8 TAPE AND TAPING ................................................................................ 3-107
3.9 SENSORS AND ACTUATORS ............................................................... 3-109
3.10 LAMPS .................................................................................................... 3-123

All information subject to change without notice. (Rev. ) 3-1


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HARDWARE AND WIRING

THIS PAGE INTENTIONALLY LEFT BLANK

3-2 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

3.1 MOTOR CONTROL MODULE2


The engine mounted Motor Control Module2 (MCM2) includes control logic to provide overall
engine management. See Figure 3-1.

1. 21–pin Connector (OEM Responsibility) 2. 120–pin Connector (Detroit Diesel Responsibility)

Figure 3-1 Motor Control Module2

NOTE:
Do NOT ground the MCM2 housing. This can result in false codes being logged.

All information subject to change without notice. (Rev. ) 3-3


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HARDWARE AND WIRING

Operating Range
Full Functionality 11 V ≤ VBatt ≤ 30 V
Restricted Functionality 6.5 V ≤ VBatt ≤ 11 V
Operating Range for Injection 8 V ≤ VBatt ≤ 32 V
Restricted Operating Range for Injection 6.5 V ≤ VBatt ≤ 8 V
Over Voltage Shutdown 35 V
Under Voltage Shutdown of Micro Controller 4V
Maximum DC Voltage 55 V
Reverse Battery Protection Unlimited
Current Consumption
Quiescent Current 2 (Current w/ign OFF) <1 mA
Maximum Average Current (normal operation) 40 A
Typical Current Consumption (engine stalled, not 300 mA
actuators driven)
Maximum Power Dissipation (normal operation) 50 W

Table 3-1 Electrical Limits

System Inputs Description Current Demand (max. Avg. DC)


Terminal 30 Voltage supply (+) 40A
Terminal 31 Voltage supply ground 40A
Terminal 15 Ignition 110mA
Terminal 50 Starter 100mA (max 4A during cranking)
*All power supply lines are protected against over voltage and reverse battery.

Table 3-2 Power Supply

Description Transmission Rate Signal Voltage Termination Remarks


125kBaud VBatt None Powertrain CAN
CAN 1
500kBaud 5V None Powertrain CAN
CAN 2 500kBaud 5V None Aftertreatment /
Calibration CAN
CAN 3 500kBaud 5V 60R Actuator / Sensor
CAN

Table 3-3 CAN-Bus

3.1.1 ENVIRONMENTAL CONDITIONS

The Environmental Conditions for the MCM2 and ACM2 are as follows:
□ The MCM2 is not water proof.
□ The MCM2 has to be protected from impacts.

3-4 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

□ The ACM2 is not water proof.


□ The ACM2 requires battery power at all times.
□ The ACM2 must not be wired through to disconnect switch.

3.1.2 ENGINE HARNESS

The MCM2 has a 120–pin connector Engine Harness which is factory installed. It also has a
21–pin connector which is the responsibility of the OEM.

3.1.2.1 MCM2 120–pin Connector for Heavy–Duty Engines

The pinouts for the MCM2 120–pin connector for the DD13, DD15, and DD16 engines are
listed in the following table:

DESCRIPTION DD13 DD15 DD16


MCM2 Pins 1 through 30 Listed in Table 3-5 Listed in Table 3-9 Listed in Table 3-13
MCM2 Pins 31 through 60 Listed in Table 3-6 Listed in Table 3-10 Listed in Table 3-14
MCM2 Pins 61 through 90 Listed in Table 3-7 Listed in Table 3-11 Listed in Table 3-15
MCM2 Pins 91 through Listed in Table 3-8 Listed in Table 3-12 Listed in Table 3-16
120

Table 3-4 MCM2 120–pin Connectors

Pin Signal Type Function Connector


IMV / FMU Highside supply
1 RPU_H
metering unit (PWM)
IMV / FMU Lowside supply
2 RPU_L
metering unit (S / W)
3 H_OUT1 Not Used
APCRS: Amplifier; Bosch PLD;
4 MV_B5F
E3: Spill valve
5 MV_B5 Not Used
APCRS: Amplifier; Bosch PLD;
6 MV_B5D
E3: Spill valve
Spill control valve / Amplifier
7 MV_B5
/ PLD (EUP)
APCRS: Amplifier; Bosch PLD;
8 MV_B5B
E3: Spill valve

9 MV_B5 Not Used

All information subject to change without notice. (Rev. ) 3-5


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Pin Signal Type Function Connector


APCRS: Amplifier; Bosch PLD;
10 MV_B4E
E3: Spill valve
11 MV_B4 Not Used
APCRS: Amplifier; Bosch PLD;
12 MV_B4C
E3: Spill valve
Spill control valve / Amplifier
13 MV_B4
/ PLD (EUP)
APCRS: Amplifier; Bosch PLD;
14 MV_B4A
E3: Spill valve
15 MV_B4 Not Used
16 MV_B2F Needle control valve
17 MV_B2 Not Used
18 MV_B2D Needle control valve
19 MV_B2 Needle control valve
20 MV_B2B Needle control valve
21 MV_B2 Not Used
22 MV_B1E Needle control valve
23 MV_B1 Not Used
24 MV_B1C Needle control valve
25 MV_B1 Needle control valve
26 MV_B1A Needle control valve
27 MV_B1 Not Used
28 START_B Not Used
29 KN1_1 Not Used
30 A01_S Not Used

Table 3-5 MCM2 Connector – DD13 (1 of 4)

3-6 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


31 PWM_5 Not Used
32 PWM_7 Jake brake low
33 PWM_6 Actuator fan 2
34 PWM_8 Not Used
35 PWM_10 Wastegate
36 PWM_09 Not Used
37 PWM_11 Not Used
38 PV_M Wastegate GND
39 HSW2 Not Used
40 PCV_H Not Used
41 HSW1 Not Used
42 LSU_LS Not Used
Input for inductive sensor
43 DYN3_S crankshaft [analysis of the falling
edge from the sensor signal]
44 LSU_V Not Used
Input for inductive sensor camshaft
(2PINs) or hall sensor (3PINs)
45 DYN2_S
[analysis of the falling edge from
the sensor signal]
46 D3_V EvoBus Start/Stop rear switch
47 DYN4_S Sensor fan speed (hall sensor)
48 DYN2_M Cam Sensor Signal ground GND
49 DYN5_S Not Used
50 SGND Turbo Speed GND
51 DYN1_S Turbo Speed
52 SGND_P Sensor ground
53 A23_S Not Used
54 A09_S Oil pressure switch
55 SGND_P Sensor ground
56 KN2_2 Not Used
57 A05_S Water level fuel filter
58 SENS1_V Sensor Power Supply 1
59 KN1_2 Not Used
60 A02_S Not Used

Table 3-6 MCM2 Connector – DD13 (2 of 4)

All information subject to change without notice. (Rev. ) 3-7


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Pin Signal Type Function Connector


61 PWM_1 Not Used
SW and PWM Power Supply
62 PV_B2
Output (high side)
63 H_OUT2 Not Used
SW and PWM Power Supply
64 PV_B2
Output (high side)
65 PWM_12 HC dosing valve
66 PWM_13 Jake brake high
67 PV_M Prop Valve Group Ground
68 PCV_L Not Used
69 PWM_18 Fuel cut off valve HC Metering Unit
70 PWM_16 Not Used
12V Power supply (Vbatt-0.25V
71 LIN_V
max.15V) for LIN sensors
72 LIN Not Used
73 DYN3_M Crank Position Signal ground GND
74 CAN3L Actuator CAN: CAN-Low
75 CAN3H Actuator CAN: CAN-High
EvoBus Start/Stop rear switch
76 D3_S
signal in
77 A29_S Fuel temperature
78 A15_S Rail pressure
79 D1_S Not Used
80 A27_S Coolant inlet temperature
81 A13_S Not Used
82 SENS2_V Sensor Supply 2
83 A24_S Not Used
84 A10_S HC doser fuel pressure in
85 SENS2_V Sensor Supply 2/10 way
86 A21_S Not Used
Charge air pressure [directly after
87 A06_S
intake air throttle]
88 SGND Not Used
89 KN2_1 Not Used
90 A03_S Position intake air throttle

Table 3-7 MCM2 Connector – DD13 (3 of 4)

3-8 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


SW and PWM Power Supply
91 PV_B1
Output (high side)
92 PWM_3 Not Used
93 PV_B1 Wastegate Power Supply
94 PWM_4 Not Used
95 PV_M Not Used
96 PWM_2 Not Used
97 PWM_15 Not Used
98 PWM_14 Actuator Fan 1
99 PWM_17 Not Used
100 H_OUT1
H-bridge output for intake air throttle
101 H_OUT2
102 SGND
103 SGND
Sensor ground
104 SGND
105 SGND
Intake manifold temperature [EGR
106 A30_S
and fresh air mixed]
107 D2_S Not Used
108 A28_S Engine oil temperature
109 A14_S Differential pressure EGR
110 A26_S Coolant outlet temperature
111 A12_S HC doser fuel pressure out
112 A25_S Not Used
113 A11_S Not Used
114 SGND Sensor ground
115 A22_S Not Used
116 A08_S Not Used
117 SENS1_V Sensor Power Supply 1
118 A07_S Not Used
Charge air temperature [directly
119 A19_S
after intercooler]
120 A04_S Not Used

Table 3-8 MCM2 Connector – DD13 (4 of 4)

Pin Signal Type Function Connector


IMV / FMU Highside supply
1 RPU_H
metering unit (PWM)

All information subject to change without notice. (Rev. ) 3-9


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Pin Signal Type Function Connector


IMV / FMU Lowside supply
2 RPU_L
metering unit (S / W)
3 H_OUT1 Not Used
APCRS: Amplifier; Bosch PLD;
4 MV_B5F
E3: Spill valve
5 MV_B5 Not Used
APCRS: Amplifier; Bosch PLD;
6 MV_B5D
E3: Spill valve
Spill control valve / Amplifier
7 MV_B5
/ PLD (EUP)
APCRS: Amplifier; Bosch PLD;
8 MV_B5B
E3: Spill valve

9 MV_B5 Not Used

APCRS: Amplifier; Bosch PLD;


10 MV_B4E
E3: Spill valve
11 MV_B4 Not Used
APCRS: Amplifier; Bosch PLD;
12 MV_B4C
E3: Spill valve
Spill control valve / Amplifier
13 MV_B4
/ PLD (EUP)
APCRS: Amplifier; Bosch PLD;
14 MV_B4A
E3: Spill valve
15 MV_B4 Not Used
16 MV_B2F Needle control valve
17 MV_B2 Not Used
18 MV_B2D Needle control valve
19 MV_B2 Needle control valve
20 MV_B2B Needle control valve
21 MV_B2 Not Used
22 MV_B1E Needle control valve
23 MV_B1 Not Used
24 MV_B1C Needle control valve
25 MV_B1 Needle control valve
26 MV_B1A Needle control valve
27 MV_B1 Not Used
28 START_B Not Used
29 KN1_1 Not Used
30 A01_S Not Used

Table 3-9 MCM2 Connector – DD15 (1 of 4)

3-10 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


31 PWM_5 Not Used
32 PWM_7 Jake brake low
33 PWM_6 Actuator fan 2
34 PWM_8 Not Used
35 PWM_10 Not Used
36 PWM_09 Not Used
37 PWM_11 Not Used
38 PV_M Not Used
39 HSW2 Not Used
40 PCV_H Not Used
41 HSW1 Not Used
42 LSU_LS Not Used
Input for inductive sensor
43 DYN3_S crankshaft [analysis of the falling
edge from the sensor signal]
44 LSU_V Not Used
Input for inductive sensor
camshaft (2PINs) or hall sensor
45 DYN2_S
(3PINs) [analysis of the falling
edge from the sensor signal]
46 D3_V Not Used
47 DYN4_S Sensor fan speed (hall sensor)
48 DYN2_M Cam Sensor Signal ground GND
49 DYN5_S Electrostatic Oil Separator Speed
50 SGND Not Used
51 DYN1_S Not Used
52 SGND_P Sensor ground
53 A23_S Not Used
54 A09_S Oil pressure switch
55 SGND_P Sensor ground
56 KN2_2 Not Used
57 A05_S Water level fuel filter
58 SENS1_V Sensor Power Supply 1
59 KN1_2 Not Used
60 A02_S Not Used

Table 3-10 MCM2 Connector – DD15 (2 of 4)

All information subject to change without notice. (Rev. ) 3-11


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Pin Signal Type Function Connector


61 PWM_1 Not Used
SW and PWM Power Supply
62 PV_B2
Output (high side)
63 H_OUT2 Not Used
SW and PWM Power Supply
64 PV_B2
Output (high side)
65 PWM_12 HC dosing valve
66 PWM_13 Jake brake high
67 PV_M Prop Valve Group Ground
68 PCV_L Not Used

69 PWM_18 Fuel cut off valve HC Metering Unit

70 PWM_16 Not Used


12V Power supply (Vbatt-0.25V
71 LIN_V
max.15V) for LIN sensors
72 LIN Not Used
73 DYN3_M Signal ground GND
74 CAN3L Actuator CAN: CAN-Low
75 CAN3H Actuator CAN: CAN-High
76 D3_S Not Used
77 A29_S Fuel temperature
78 A15_S Rail pressure
79 D1_S Not Used
80 A27_S Coolant inlet temperature
81 A13_S Not Used
82 SENS2_V Sensor Supply 2
83 A24_S Not Used
84 A10_S HC doser fuel pressure in
85 SENS2_V Sensor Supply 2/10 way
86 A21_S Not Used
Charge air pressure [directly
87 A06_S
after intake air throttle]
88 SGND Not Used
89 KN2_1 Not Used
90 A03_S Position intake air throttle

Table 3-11 MCM2 Connector – DD15 (3 of 4)

3-12 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


SW and PWM Power Supply
91 PV_B1
Output (high side)
92 PWM_3 Not Used
93 PV_B1 Not Used
94 PWM_4 Not Used
95 PV_M Not Used
96 PWM_2 Not Used
97 PWM_15 Not Used
98 PWM_14 Actuator Fan 1
99 PWM_17 Not Used
100 H_OUT1 H-bridge output for intake
101 H_OUT2 air throttle

102 SGND
103 SGND
Sensor ground
104 SGND
105 SGND
Intake manifold temperature [EGR
106 A30_S
and fresh air mixed]
107 D2_S Not Used
108 A28_S Engine oil temperature
109 A14_S Differential pressure EGR
110 A26_S Coolant outlet temperature
111 A12_S HC doser fuel pressure out
112 A25_S Not Used
113 A11_S Not Used
114 SGND Sensor ground
115 A22_S Not Used
116 A08_S Not Used
117 SENS1_V Sensor Power Supply 1
118 A07_S Not Used
Charge air temperature [directly
119 A19_S
after intercooler]
120 A04_S Not Used

Table 3-12 MCM2 Connector – DD15 (4 of 4)

Pin Signal Type Function Connector


IMV / FMU Highside supply
1 RPU_H
metering unit (PWM)

All information subject to change without notice. (Rev. ) 3-13


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Pin Signal Type Function Connector


IMV / FMU Lowside supply
2 RPU_L
metering unit (S / W)
3 H_OUT1 Not Used
APCRS: Amplifier; Bosch PLD;
4 MV_B5F
E3: Spill valve
5 MV_B5 Not Used
APCRS: Amplifier; Bosch PLD;
6 MV_B5D
E3: Spill valve
Spill control valve / Amplifier
7 MV_B5
/ PLD (EUP)
APCRS: Amplifier; Bosch PLD;
8 MV_B5B
E3: Spill valve

9 MV_B5 Not Used

APCRS: Amplifier; Bosch PLD;


10 MV_B4E
E3: Spill valve
11 MV_B4 Not Used
APCRS: Amplifier; Bosch PLD;
12 MV_B4C
E3: Spill valve
Spill control valve / Amplifier
13 MV_B4
/ PLD (EUP)
APCRS: Amplifier; Bosch PLD;
14 MV_B4A
E3: Spill valve
15 MV_B4 Not Used
16 MV_B2F Needle control valve
17 MV_B2 Not Used
18 MV_B2D Needle control valve
19 MV_B2 Needle control valve
20 MV_B2B Needle control valve
21 MV_B2 Not Used
22 MV_B1E Needle control valve
23 MV_B1 Not Used
24 MV_B1C Needle control valve
25 MV_B1 Needle control valve
26 MV_B1A Needle control valve
27 MV_B1 Not Used
28 START_B Not Used
29 KN1_1 Not Used
30 A01_S Not Used

Table 3-13 MCM2 Connector – DD16 (1 of 4)

3-14 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


31 PWM_5 Not Used
32 PWM_7 Jake brake low
33 PWM_6 Actuator fan 2
34 PWM_8 Not Used
35 PWM_10 Not Used
36 PWM_09 Not Used
37 PWM_11 Not Used
38 PV_M Not Used
39 HSW2 Not Used
40 PCV_H Not Used
41 HSW1 Not Used
42 LSU_LS Not Used
Input for inductive sensor
43 DYN3_S crankshaft [analysis of the falling
edge from the sensor signal]
44 LSU_V Not Used
Input for inductive sensor camshaft
(2PINs) or hall sensor (3PINs)
45 DYN2_S
[analysis of the falling edge from
the sensor signal]
46 D3_V Not Used
47 DYN4_S Sensor fan speed (hall sensor)
48 DYN2_M Cam Sensor Signal ground GND
49 DYN5_S Not Used
50 SGND Not Used
51 DYN1_S Not Used
52 SGND_P Sensor ground
53 A23_S Not Used
54 A09_S Oil pressure switch
55 SGND_P Sensor ground
56 KN2_2 Not Used
57 A05_S Water level fuel filter
58 SENS1_V Sensor Power Supply 1
59 KN1_2 Not Used
60 A02_S Not Used

Table 3-14 MCM2 Connector – DD16 (2 of 4)

All information subject to change without notice. (Rev. ) 3-15


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Pin Signal Type Function Connector


61 PWM_1 Not Used
SW and PWM Power Supply
62 PV_B2
Output (high side)
63 H_OUT2 Not Used
SW and PWM Power Supply
64 PV_B2
Output (high side)
65 PWM_12 HC dosing valve
66 PWM_13 Jake brake high
67 PV_M Prop Valve Group Ground
68 PCV_L Not Used
69 PWM_18 Fuel cut off valve HC Metering Unit
70 PWM_16 Not Used
12V Power supply (Vbatt-0.25V
71 LIN_V
max.15V) for LIN sensors
72 LIN Not Used
73 DYN3_M Signal ground GND
74 CAN3L Actuator CAN: CAN-Low
75 CAN3H Actuator CAN: CAN-High
76 D3_S Not Used
77 A29_S Fuel temperature
78 A15_S Rail pressure
79 D1_S Not Used
80 A27_S Coolant inlet temperature
81 A13_S Not Used
82 SENS2_V Sensor Supply 2
83 A24_S Not Used
84 A10_S HC doser fuel pressure in
85 SENS2_V Sensor Supply 2/10 way
86 A21_S Not Used
Charge air pressure [directly
87 A06_S
after intake air throttle]
88 SGND Not Used
89 KN2_1 Not Used
90 A03_S Position intake air throttle

Table 3-15 MCM2 Connector – DD16 (3 of 4)

3-16 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


SW and PWM Power Supply
91 PV_B1
Output (high side)
92 PWM_3 Not Used
93 PV_B1 Not Used
94 PWM_4 Not Used
95 PV_M Not Used
96 PWM_2 Not Used
97 PWM_15 Not Used
98 PWM_14 Actuator Fan 1
99 PWM_17 Not Used
100 H_OUT1 H-bridge output for intake
101 H_OUT2 air throttle

102 SGND
103 SGND
Sensor ground
104 SGND
105 SGND
Intake manifold temperature
106 A30_S
[EGR and fresh air mixed]
107 D2_S Not Used
108 A28_S Engine oil temperature
109 A14_S Differential pressure EGR
110 A26_S Coolant outlet temperature
111 A12_S HC doser fuel pressure out
112 A25_S Not Used
113 A11_S Not Used
114 SGND Sensor ground
115 A22_S Not Used
116 A08_S Not Used
117 SENS1_V Sensor Power Supply 1
118 A07_S Not Used
Charge air temperature [directly
119 A19_S
after intercooler]
120 A04_S Not Used

Table 3-16 MCM2 Connector – DD16 (4 of 4)

3.1.2.2 Connector Brackets

The harnesses on MCM2 must be bracketed and held secure. The bracket design will change for
different engines as the routing is different. The 120–pin connector and the 21-pin connector must
be tie-wrapped to the brackets as shown in the following drawing (see Figure 3-2).

All information subject to change without notice. (Rev. ) 3-17


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HARDWARE AND WIRING

Figure 3-2 120–pin Connector and 21–pin Connector Tie-wrapped to Brackets

3.1.2.3 MCM2 21–pin Connector

The wiring for the VIH 21–pin to the MCM2 listed in the following tables. The side of the
connector shown is looking into the pins.

3-18 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


21/1 CAN2L NOT USED
21/2 CAN2GND NOT USED
21/3 CAN2H NOT USED
21/4 CAN2GND NOT USED
21/5 KL31 Battery (-) (current demand 40A)
21/6 KL31 Battery (-) (current demand 40A)
21/7 KL15 IGN
21/8 KL31 Battery (-) (current demand 40A)
21/9 KL31 Battery (-) (current demand 40A)
21/10 CAN1GND IES Motor CAN HF Ground
21/11 KL30 Battery (+) (current demand 40A)
21/12 KL30 Battery (+) (current demand 40A)
21/13 CAN1H Powertrain CAN High
21/14 KL30 Battery (+) (current demand 40A)
21/15 KL30 Battery (+) (current demand 40A)
21/16 CAN1GND Powertrain CAN Ground Front
— Looking into the Pins on the Harness
21/17 Not Used
21/18 KDiag_S Not Used
21/19 CAN1L Powertrain CAN Low
21/20 KL50 Crank Start Input
21/21 START_B Start Enable Output

Table 3-17 MCM2 21–Pin Connector — DD13, DD15, DD16

Part DDC Part Number


Connector 1–1355222–8
1.0 – 2.5 mm Contact (single) 014 545 82 26
0.5 – 1.0 mm Contact (single) 014 545 83 26
2
Seal (2.2 – 3.0 mm insulation diameter) 000 545 29 39
2 000 545 28 39
Seal (1.2 – 2.1 mm insulation diameter)
Backshell 13940501
Cavity Plug 000 545 62 80

Table 3-18 21–Pin Connector to the MCM2 Part Numbers

All information subject to change without notice. (Rev. ) 3-19


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THIS PAGE INTENTIONALLY LEFT BLANK

3-20 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

3.2 COMMON POWERTRAIN CONTROLLER 2+


The Common Powertrain Controller2 (CPC2+) has three 18–pin connectors and one 21–pin
connector. The following sections contain the connector pin-outs for truck, vocational, and
fire truck applications.
The CPC2+ is the interface between the MCM2 and the vehicle/equipment for engine control and
manages other vehicle/equipment functions. See Figure 3-3.

Figure 3-3 The Common Powertrain Controller

The OEM is responsible for mounting this part in an enclosed, protected environment. The
mounting bracket is the responsibility of the OEM. There must be maximum physical separation
of the VIH from other vehicle/equipment electrical systems. Other electrical system wires should
ideally be at least three feet away from the VIH and should not be parallel to the VIH. This will
eliminate coupling electromagnetic energy from other systems into the VIH. See Figure 3-4
for the CPC2+ dimensions.

All information subject to change without notice. (Rev. ) 3-21


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Figure 3-4 CPC2+ Dimensions

NOTE:
The CPC2+ should be mounted with the connectors pointing down.
Input voltage range BATT+ (U30) BATT+ Switched (IGN)
Operating Voltage 8 V .. 32 V acc.
Min voltage without RESET 5V
Max. Voltage 36V for 5min.
Jump start 48V for 5min.
Test voltage 24V variant: 28V; 12V variant: 14V
Stand by current at U30 < 1mA; 12...24V
Max allowed current Batt+ 8A (2,5 mm² cable needed)
Max allowed current Batt- 10A (2,5 mm² cable needed)
Max allowed current IGN 1A

Table 3-19 Power Supply

3.2.1 ENVIRONMENTAL CONDITIONS

Temperature, vibration, and water intrusion must be considered.

3.2.1.1 Temperature

The ambient operating temperature range is –40°F to 185°F (-40°C to 85°C).

3-22 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

3.2.1.2 Water Intrusion

The CPC2+ is not water tight and cannot be subject to water spray. It must be mounted in an
enclosed, protected environment.

3.2.2 CPC2+ VEHICLE INTERFACE HARNESS

The following criteria are to be used when designing the VIH.

Criteria: VIH Design

The four vehicle connectors are designed to accept 18 AWG wires for all circuits.
The conductor must be annealed copper, not aluminum, and must comply with the
industry standard SAE J1128 document.
Color code the wires as shown in the schematics. If the wires used are the same color,
hot stamp the cavity number on the wires.

NOTE:
The Vehicle Speed Sensor (VSS) must be a twisted pair. The twists are a minimum of 39
turns per meter and are required to minimize electromagnetic field coupling.

NOTE:
J1939 cable is required for the J1939 datalink wires. Refer to SAE J1939–11 spec
for specific requirements.

The low speed proprietary Powertrain-CAN link between the MCM2, CPC2+, and the ACM2
must be a twisted shielded cable with 0.75 mm diameter wire (approximately 20 AWG), bundle
shielded with drain wire and 30 twists per meter. The insulation is rated to 105°C. Termination
resistors for the Powertrain-CAN link are located in the CPC2+ and MCM2.
□ The ACM2 requires battery power to power down after ignition is OFF.
□ ACM2 must not be wired through to disconnect switch.

3.2.2.1 Frequency Input

The CPC2+ has one frequency input on the VIH that can accept a variable reluctance sensor. A
typical frequency input functions is the Vehicle Speed Sensor (VSS). Requirements for a variable
reluctance signal interface are listed in Table 3-20.

Parameter Range
Input Amplitude Range V Peak to Peak
Input Frequency Range 0 to 10,000 Hz

Table 3-20 Variable Reluctance Signal Interface

All information subject to change without notice. (Rev. ) 3-23


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3.2.2.2 Digital Inputs

These inputs are in low state by providing a connection to battery ground and placed in high
state by providing an open circuit.

Digital Input Requirements:


High State: Vin ≥ 2/3 Battery (+)
Low State: Vin ≤1/3 Battery (+)
Isink: Capable of sinking 5–20 mA

NOTE:
Use switches that will not oxidize with the passage of time and environmental factors
due to the low source current.

3.2.2.3 Digital Outputs

There are 15 digital outputs located on the CPC2+. The high power outputs are listed in Table
3-21 and the low power outputs are listed in Table 3-22.

Connector Pin High Power Outputs Application


4 9 DO_HP_FLEX_01 OI Active Lamp/Water-in-Fuel Indicator
3 17 DO_HP_FLEX_02 OI Alarm
Top2 Lockout Solenoid/Allison
3 7 DO_HP_HS_01
Modulation Valve
3 8 DO_HP_HS_02 Top2 Shift Solenoid
4 10 DO_HP_HS_04 Vehicle Power Shutdown/Ignition Relay
3 9 DO_HP_LS_01 Water-in-Fuel Indicator
4 7 DO_HP_LS_02 High Exhaust System Temperature Lamp

Table 3-21 High Power Outputs

Low-side High Power Output Characteristics:


Resistance: 12 V - vehicle power: R > 8 ohms
Inductivity: ≤ 800 mH (if valve or relay load)
Capacity: ≤ 10 nF
Isink: Capable of sinking less than or equal to 2.0 A

3-24 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Connector Pin Low Power Outputs Application


1 13 DO_LP_FLEX_01 Malfunction Indicator Lamp
3 10 DO_LP_FLEX_02 DEF (DEF) Low lamp
2 10 DO_LP_FLEX_03 Amber Warning Lamp
3 12 DO_LP_FLEX_04 Fuel Filter Restriction Lamp
3 16 DO_LP_FLEX_05 Red Stop Lamp
4 6 DO_LP_FLEX_06 Wait-to-Start Lamp
1 4 DO_LP_LS_02 Throttle Position Sensor Ground
1 5 DO_LP_LS_01 DPF Regeneration Lamp

Table 3-22 Low Power Outputs

Low-side Low Power Output Characteristics:


Resistance: 12 V - vehicle power: R > 64 ohms
Inductivity: < 1.3 H (if relay load)
Capacity: < 10 nF
Inrush Lamp Current: < 2.5 A
Isink: Capable of sinking less than or equal to 0.25 A

3.2.3 VIH WIRING

The OEM is responsible for the following wiring connectors to:


□ Four CPC2+ connectors
□ One 21–pin connector to the MCM2
□ One 10–pin connector to the Engine Harness
□ One ACM2 120–pin connector
□ One ACM2 21–pin connector
□ Two 14–pin connectors to the Diesel Particulate Filter (DPF/SCR)
□ Six DEF doser valve connectors
□ One DEF pump connector
□ One Air Control Unit connector
□ One DEF Tank connector
The connectors and terminal part numbers are listed in the following pages.

3.2.3.1 Truck Applications

The pin assignments for the Common Powertrain Controller (CPC2+) #1 connector (18–pins) for
truck applications islisted in Table 3-23. The side of the connector shown is looking into the pins.

All information subject to change without notice. (Rev. ) 3-25


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The part numbers for the #1 connector, Key B and terminals are listed in Table 3-24.

Pin Signal Type Function Connector


Digital
1/1 Dual-speed Axle
Input_FLEX_01
Digital
1/2 Park Brake Interlock
Input_FLEX_02
Digital Idle Validation Switch 2
1/3
Input_SFP_05 (throttle active)
Digital Out-
1/4 Throttle Position Sensor Ground
put_LP_LS_02
Digital Out-
1/5 DPF Regeneration Lamp
put_LP_LS_01
Digital
1/6 Idle Validation Switch 1 (idle active)
Input_SFP_06
1/7 SFP_08 Throttle Position Sensor
1/8 SFP_07 Throttle Position Sensor Supply
1/9 PWM_FPO_02 Tachometer
Digital
1/10 Stop Engine / Aux Shutdown #1
Input_FLEX_20
Digital
1/11 Limiter 0
Input_FLEX_08
Digital
1/12 Set / Coast Enable
Input_FLEX_03
Front
Digital Out- Looking into the Pins on the Harness
1/13 MIL Lamp
put_LP_FLEX_01
Digital
1/14 Cruise Control Enable
Input_FLEX_04
Digital
1/15 Stop Engine Override
Input_FLEX_05
Digital
1/16 Resume / Accel Enable
Input_FLEX_06
Digital
1/17 Not Used
Input_FLEX_07
1/18 SFP_01 Run Start

Table 3-23 Connector #1 Pin Assignments – Truck Application

Part DDC Part Number


CPC2+ - 18 Pin Connector - B Key 018 545 67 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-24 Connector #1, 18–pin Connector, B Key

3-26 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

The pin assignments for the Common Powertrain Controller (CPC2+) #2 connector (18–pins) for
truck applications is listed in Table 3-25. The side of the connector shown is looking into the pins.
The part numbers for the #2 connector, Key A and terminals are listed in Table 3-26.

Pin Signal Type Function Connector


Battery (+) PSU
2/1 Main Battery +12 V
(KL_30)
Battery (-) PSU
2/2 Main Battery Ground
(KL_31)
Battery (+)
2/3 Ignition
Switched PSU
2/4 K_DIAG_C K-line
2/5 J 1708_A Not Used
2/6 J 1708_B Not Used
Digital
2/7 Service Brake Released Switch
Input_FLEX_15
Digital
2/8 Remote Throttle Select Switch
Input_FLEX_16
Digital
2/9 Remote PTO Switch
Input_FLEX_09
Digital Out-
2/10 Amber Warning Lamp
put_LP_FLEX_03
Digital
2/11 Limiter 1
Input_FLEX_10
Digital
2/12 A/C Status Front
Input_FLEX_11
Looking into the Pins on the Harness
Digital
2/13 Fan Override
Input_FLEX_12
Digital
2/14 Engine Brake Low
Input_FLEX_13
Digital
2/15 Engine Brake Medium
Input_FLEX_14
2/16 VCAN_L_C J1939 (-)
2/17 VCAN_GND_C J1939 Shield
2/18 VCAN_H_C J1939 (+)

Table 3-25 Connector #2 Pin Assignments – Truck Application

Part DDC Part Number


CPC2+ - 18 Pin Connector - A Key 013 545 64 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-26 Connector #2, 18–pin Connector, A Key

All information subject to change without notice. (Rev. ) 3-27


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HARDWARE AND WIRING

The pin assignments for the Common Powertrain Controller (CPC2+) #3 connector (21–pins) for
truck applications islisted in Table 3-27. The side of the connector shown is looking into the pins.
The part numbers for the #3 connector, Key A and terminals are listed in Table 3-28.

Pin Signal Type Function Connector


3/1 Analog_In_01 OI Thermostat
3/2 Analog_GND Sensor Return
3/3 Analog__SUP_5V Sensor Supply
3/4 Analog_In_02 PTO
3/5 Analog_Out_01 Not Used
3/6 Analog_Out_02 Not Used
Digital Out-
3/7 Top2 Lockout Solenoid
put_HP_HS_01
Digital Out-
3/8 Top2 Shift Solenoid
put_HP_HS_02
Digital Out-
3/9 WIF Lamp
put_HP_LS_01
Digital Out-
3/10 DEF Low Lamp
put_LP_FLEX_02
3/11 SFP_14 Low Coolant Level Sensor
Digital Out-
3/12 Fuel Filter Restriction Lamp
put_LP_FLEX_04
3/13 SFP_09 Vehicle Speed (+)
Front
3/14 SF_VGND Vehicle Speed (-) Looking into the Pins on the Harness
3/15 Analog_In_SFP_13 Ambient Air Temp Sensor
Digital Out-
3/16 Red Stop Lamp
put_LP_FLEX_05
Digital Out-
3/17 OI Alarm
put_HP_FLEX_02
3/18 Digital Input_SFP_02 ABS Active
3/19 PTCAN_L 5V Powertrain CAN (-)
3/20 PTCAN_GND 5V Powertrain CAN Shield
3/21 PTCAN_H 5V Powertrain CAN (+)

Table 3-27 Connector #3 Pin Assignments – Truck Application

Part DDC Part Number


CPC2+ - 21 Pin Connector - A Key 013 545 65 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) A 013 545 78 26

Table 3-28 Connector #3, 21–pin Connector, Key A

3-28 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

The pin assignments for the Common Powertrain Controller (CPC2+) #4 connector (18–pins) for
truck applications is listed in Table 3-29. The side of the connector shown is looking into the pins.
The part numbers for the #4 connector, Key C and terminals are listed in Table 3-30.

Pin Signal Type Function Connector


4/1 C_ECAN_L Not Used
4/2 C_ECAN_GND Not Used
4/3 C_ECAN_H Not Used
Digital In-
4/4 Not Used
put_SFP_11
Digital In-
4/5 Not Used
put_SFP_12
Digital Out-
4/6 Wait to Start Lamp
put_LP_FLEX_06
Digital Out-
4/7 High Exhaust Temperature Lamp
put_HP_LS_02
Digital In-
4/8 Clutch Released
put_FLEX_E1
Digital Out-
4/9 OI Active Lamp / WIF
put_HP_FLEX_01
Digital Out- Vehicle Power Shutdown
4/10
put_HP_HS_04 / IGN Relay
4/11 Frequency_SFP_10 Not Used
4/12 PWM_FPO_01 Vehicle Speed Output
Digital In-
4/13 DPF Inhibit Switch Front
put__FLEX_19
Looking into the Pins on the Harness
Digital In-
4/14 Not Used
put_SFP_03
Digital In-
4/15 Not Used
put_SFP_04
Digital In-
4/16 Trans Neutral Switch
put_FLEX_17
Digital In-
4/17 DPF Regeneration Switch
put_FLEX_21
Digital In-
4/18 Hood Tilt Switch
put_FLEX_18

Table 3-29 Connector #4 Pin Assignments – Truck Application

Part DDC Part Number


CPC2+ - 18 Pin Connector - C Key 018 545 68 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-30 Connector #4, 18–pin Connector, Key C

All information subject to change without notice. (Rev. ) 3-29


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3.2.3.2 Vocational Applications

The pin assignments for the Common Powertrain Controller (CPC2+) #1 connector (18–pin) for
vocational applications are listed in Table 3-31. The side of the connector shown is looking
into the pins.
The part numbers for the #1 connector, Key B and terminals are listed in Table 3-32.

Pin Signal Type Function Connector


1/1 Digital Input_FLEX_01 Dual-speed Axle
1/2 Digital Input_FLEX_02 Park Brake Interlock
Idle Validation Switch 2
1/3 Digital Input_SFP_05
(throttle active)
Digital Out-
1/4 Throttle Position Sensor Ground
put_LP_LS_02
Digital Out-
1/5 DPF Regeneration Lamp
put_LP_LS_01
Idle Validation Switch 1
1/6 Digital Input_SFP_06
(idle active)
1/7 SFP_08 Throttle Position Sensor
1/8 SFP_07 Throttle Position Sensor Supply
1/9 PWM_FPO_02 Tachometer
1/10 Digital Input_FLEX_20 Stop Engine / Aux Shutdown #1
1/11 Digital Input_FLEX_08 Limiter 0
1/12 Digital Input_FLEX_03 Set / Coast Enable
Digital Out- Front
1/13 MIL Lamp Looking into the Pins on the Harness
put_LP_FLEX_01
1/14 Digital Input_FLEX_04 Cruise Enable
1/15 Digital Input_FLEX_05 Stop Engine Override
1/16 Digital Input_FLEX_06 Resume / Accel Enable
1/17 Digital Input_FLEX_07 Throttle Inhibit
1/18 SFP_01 Run Start

Table 3-31 Connector #1 Pin Assignments – Vocational Applications

Part DDC Part Number


CPC2+ - 18 Pin Connector - B Key 018 545 67 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-32 Connector #1, 18–pin Connector, B Key

The pin assignments for the Common Powertrain Controller (CPC2+) #2 connector (18–pin) for
vocational applications are listed in Table 3-33. The side of the connector shown is looking
into the pins.

3-30 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

The part numbers for the #2 connector, Key A and terminals are listed in Table 3-34.

Pin Signal Type Function Connector


Battery (+) PSU
2/1 Main Battery +12 V
(KL_30)
Battery (-) PSU
2/2 Main Battery Ground
(KL_31)
Battery (+)
2/3 Ignition
Switched PSU
2/4 K_DIAG_C K-line
2/5 J 1708_A Not Used
2/6 J 1708_B Not Used
Digital
2/7 Service Brake Switch
Input_FLEX_15
Digital
2/8 Remote Throttle Select Switch
Input_FLEX_16
Digital
2/9 Remote PTO Select
Input_FLEX_09
Digital Out-
2/10 Amber Warning Lamp
put_LP_FLEX_03
Digital
2/11 Limiter 1
Input_FLEX_10
Digital
2/12 A/C Status Front
Input_FLEX_11
Looking into the Pins on the Harness
Digital
2/13 Fan Override
Input_FLEX_12
Digital
2/14 Engine Brake Low
Input_FLEX_13
Digital
2/15 Engine Brake Medium
Input_FLEX_14
2/16 VCAN_L_C J1939-
2/17 VCAN_GND_C J1939 Shield
2/18 VCAN_H_C J1939+

Table 3-33 Connector #2 Pin Assignments – Vocational Applications

Part DDC Part Number


CPC2+ - 18 Pin Connector - A Key 013 545 64 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-34 Connector #2, 18–pin Connector, A Key

The pin assignments for the Common Powertrain Controller (CPC2+) #3 connector (21–pin) for
vocational applications are listed in Table 3-35. The side of the connector shown is looking
into the pins.

All information subject to change without notice. (Rev. ) 3-31


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HARDWARE AND WIRING

The part numbers for the #3 connector, Key A and terminals are listed in Table 3-36.

Pin Signal Type Function Connector


3/1 Analog_In_01 Not Used
3/2 Analog_GND Sensor Return
3/3 Analog__SUP_5V Sensor Supply
3/4 Analog_In_02 PTO
3/5 Analog_Out_01 Not Used
3/6 Analog_Out_02 Not Used
Digital Out-
3/7 Not Used
put_HP_HS_01
Digital Out-
3/8 Not Used
put_HP_HS_02
Digital Out-
3/9 Not Used
put_HP_LS_01
Digital Out-
3/10 DEF Low Lamp
put_LP_FLEX_02
3/11 SFP_14 Low Coolant Level Sensor
Digital Out-
3/12 Not Used
put_LP_FLEX_04
3/13 SFP_09 Vehicle Speed (+)
Front
3/14 SF_VGND Vehicle Speed (-) Looking into the Pins on the Harness
3/15 Analog_In_SFP_13 Ambient Air Temp Sensor
Digital Out-
3/16 Red Stop Lamp
put_LP_FLEX_05
Digital Out-
3/17 Starter Lockout/Run Signal
put_HP_FLEX_02
3/18 Digital Input_SFP_02 ABS Active
3/19 PTCAN_L 5V Powertrain CAN (-)
3/20 PTCAN_GND 5V Powertrain CAN Shield
3/21 PTCAN_H 5V Powertrain CAN (+)

Table 3-35 Connector #3 Pin Assignments – Vocational Applications

Part DDC Part Number


CPC2+ - 21 Pin Connector - A Key 013 545 65 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-36 Connector #3, 21–pin Connector, Key A

The pin assignments for the Common Powertrain Controller (CPC2+) #4 connector (18–pin) for
vocational applications are listed in Table 3-37. The side of the connector shown is looking
into the pins.

3-32 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

The part numbers for the #4 connector, Key C and terminals are listed in Table 3-38.

Pin Signal Type Function Connector


4/1 C_ECAN_L Not Used
4/2 C_ECAN_GND Not Used
4/3 C_ECAN_H Not Used
4/4 Digital Input_SFP_11 Not Used
4/5 Digital Input_SFP_12 Not Used
Digital Out-
4/6 Wait to Start Lamp
put_LP_FLEX_06
Digital Out- High Exhaust System
4/7
put_HP_LS_02 Temperature Lamp
4/8 Digital Input_FLEX_E1 Clutch Released
Digital Out-
4/9 Deceleration Lamp
put_HP_FLEX_01
Digital Out-
4/10 Not Used
put_HP_HS_04
4/11 Frequency_SFP_10 Not Used
4/12 PWM_FPO_01 Vehicle Speed Output
Front
Digital In-
4/13 DPF Inhibit Switch Looking into the Pins on the Harness
put__FLEX_19
4/14 Digital Input_SFP_03 Not Used
4/15 Digital Input_SFP_04 Not Used
4/16 Digital Input_FLEX_17 Trans Neutral Switch
4/17 Digital Input_FLEX_21 DPF Regeneration Switch
4/18 Digital Input_FLEX_18 Engine Brake Disable

Table 3-37 Connector #4 Pin Assignments – Vocational Applications

Part DDC Part Number


CPC2+ - 18 Pin Connector - C Key 018 545 68 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-38 Connector #4, 18–pin Connector, Key C

3.2.3.3 Coach Applications

The pin assignments for the Common Powertrain Controller (CPC2+) #1 connector (18–pin) for
coach applications are listed in Table 3-39.
The part numbers for the #1 connector, Key B and terminals are listed in Table 3-40.

All information subject to change without notice. (Rev. ) 3-33


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HARDWARE AND WIRING

Pin Signal Type Function Connector


Digital In-
1/1 Transmission Retarder Active
put_FLEX_01
Digital In-
1/2 Park Brake Interlock
put_FLEX_02
Digital In- Idle Validation Switch 2
1/3
put_SFP_05 (throttle active)
Digital Out-
1/4 Throttle Position Sensor Ground
put_LP_LS_02
Digital Out-
1/5 DPF Regeneration Lamp
put_LP_LS_01
Digital In- Idle Validation Switch 1
1/6
put_SFP_06 (idle active)
1/7 SFP_08 Throttle Position Sensor
1/8 SFP_07 Throttle Position Sensor Supply
1/9 PWM_FPO_02 Tachometer
Digital In-
1/10 Retarder Level Stage 0
put_FLEX_20
Digital In-
1/11 Limiter 0
put_FLEX_08
Digital In-
1/12 Set / Coast Enable
put_FLEX_03
Front
Digital Out- Looking into the Pins on the Harness
1/13 MIL Lamp
put_LP_FLEX_01
Digital In-
1/14 Cruise Control Enable
put_FLEX_04
Digital In-
1/15 Stop Engine Override
put_FLEX_05
Digital In-
1/16 Resume / Accel Enable
put_FLEX_06
Digital In-
1/17 Retarder Level Stage 4
put_FLEX_07
1/18 SFP_01 Run Start

Table 3-39 Connector #1 Pin Assignments – Coach Application

Part DDC Part Number


CPC2+ - 18 Pin Connector - B Key 018 545 67 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-40 Connector #1, 18–pin Connector, B Key

The pin assignments for the Common Powertrain Controller (CPC2+) #2 connector (18–pin) for
coach applications are listed in Table 3-41.

3-34 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

The part numbers for the #2 connector, Key A and terminals are listed in Table 3-42.
Pin Signal Type Function Connector
Battery (+) PSU
2/1 Main Battery +12 V
(KL_30)
Battery (-) PSU
2/2 Main Battery Ground
(KL_31)
Battery (+) Switched
2/3 Ignition
PSU
2/4 K_DIAG_C K-line
2/5 J 1708_A Not Used
2/6 J 1708_B Not Used
Digital In-
2/7 Service Brake Released Switch
put_FLEX_15
Digital In-
2/8 Retarder Level Stage 3
put_FLEX_16
Digital In-
2/9 Not Used
put_FLEX_09
Digital Out-
2/10 Amber Warning Lamp
put_LP_FLEX_03
Digital In-
2/11 Limiter 1
put_FLEX_10
Digital In-
2/12 A/C Status Front
put_FLEX_11
Looking into the Pins on the Harness
Digital In-
2/13 Retarder Level Stage 5
put_FLEX_12
Digital In-
2/14 Retarder Level Stage 1
put_FLEX_13
Digital In-
2/15 Retarder Level Stage 2
put_FLEX_14
2/16 VCAN_L_C J1939 (-)
2/17 VCAN_GND_C J1939 Shield
2/18 VCAN_H_C J1939 (+)

Table 3-41 Connector #2 Pin Assignments – Coach Application

Part DDC Part Number


CPC2+ - 18 Pin Connector - A Key 013 545 64 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-42 Connector #2, 18–pin Connector, A Key

The pin assignments for the Common Powertrain Controller (CPC2+) #3 connector (21–pin) for
coach applications are listed in Table 3-43.
The part numbers for the #3 connector, Key A and terminals are listed in Table 3-44.

All information subject to change without notice. (Rev. ) 3-35


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HARDWARE AND WIRING

Pin Signal Type Function Connector


3/1 Analog_In_01 Not Used
3/2 Analog_GND Sensor Return
3/3 Analog__SUP_5V Sensor Supply
3/4 Analog_In_02 PTO
3/5 Analog_Out_01 Not Used
3/6 Analog_Out_02 Not Used
Digital Out-
3/7 Not Used
put_HP_HS_01
Digital Out-
3/8 Not Used
put_HP_HS_02
Digital Out-
3/9 Not Used
put_HP_LS_01
Digital Out-
3/10 DEF Low Lamp
put_LP_FLEX_02
3/11 SFP_14 Low Coolant Level Sensor
Digital Out-
3/12 Low Battery Voltage Lamp
put_LP_FLEX_04
3/13 SFP_09 Vehicle Speed (+)
Front
3/14 SF_VGND Vehicle Speed (-)
Looking into the Pins on the Harness
Ambient Air Temperature
3/15 Analog_In_SFP_13
Sensor
Digital Out-
3/16 Red Stop Lamp
put_LP_FLEX_05
Digital Out-
3/17 Starter Lockout/Run Signal
put_HP_FLEX_02
3/18 Digital Input_SFP_02 Not Used
3/19 PTCAN_L 5V Powertrain CAN (-)
3/20 PTCAN_GND 5V Powertrain CAN Shield
3/21 PTCAN_H 5V Powertrain CAN (+)

Table 3-43 Connector #3 Pin Assignments – Coach Application

Part DDC Part Number


CPC2+ - 21 Pin Connector - A Key 013 545 65 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26
CPC2+ - socket 1.0-2.5mm wire (strip) —

Table 3-44 Connector #3, 21–pin Connector, Key A

The pin assignments for the Common Powertrain Controller (CPC2+) #4 connector (18–pin) for
coach applications are listed in Table 3-45.

3-36 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

The part numbers for the #4 connector, Key C and terminals are listed in Table 3-46.

Pin Signal Type Function Connector


4/1 C_ECAN_L Not Used
4/2 C_ECAN_GND Not Used
4/3 C_ECAN_H Not Used
4/4 Digital Input_SFP_11 Not Used
4/5 Digital Input_SFP_12 Not Used
Digital Out-
4/6 Wait to Start Lamp
put_LP_FLEX_06
Digital Out-
4/7 High Exhaust Temperature Lamp
put_HP_LS_02
4/8 Digital Input_FLEX_E1 Clutch Released
Digital Out-
4/9 Deceleration Lamp
put_HP_FLEX_01
Digital Out-
4/10 Vehicle Power Shutdown / IGN Relay
put_HP_HS_04
4/11 Frequency_SFP_10 Not Used
4/12 PWM_FPO_01 Not Used Front
Looking into the Pins on
4/13 Digital Input__FLEX_19 DPF Inhibit Switch
the Harness
4/14 Digital Input_SFP_03 Not Used
4/15 Digital Input_SFP_04 Not Used
4/16 Digital Input_FLEX_17 Neutral Switch
4/17 Digital Input_FLEX_21 DPF Regeneration Switch
4/18 Digital Input_FLEX_18 Engine Brake Disable

Table 3-45 Connector #4 Pin Assignments – Coach Application

Part DDC Part Number


CPC2+ - 18 Pin Connector - C Key 018 545 68 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-46 Connector #4, 18–pin Connector, Key C

3.2.3.4 Fire Truck Applications

The pin assignments for the Common Powertrain Controller #1 connector (18–pin) for fire truck
applications are listed in Table 3-47.
The part numbers for the #1 connector, Key B and terminals are listed in Table 3-48.

All information subject to change without notice. (Rev. ) 3-37


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HARDWARE AND WIRING

Pin Signal Type Function Connector


1/1 Digital Input_FLEX_01 Transmission Retarder Active
1/2 Digital Input_FLEX_02 Parking Brake
Idle Validation Switch 2
1/3 Digital Input_SFP_05
(throttle active)
Digital Out- Throttle Position Sensor
1/4
put_LP_LS_02 Ground
Digital Out-
1/5 DPF Regeneration Lamp
put_LP_LS_01
Idle Validation Switch 1
1/6 Digital Input_SFP_06
(idle active)
1/7 SFP_08 Throttle Position Sensor
1/8 SFP_07 Throttle Position Sensor Supply
1/9 PWM_FPO_02 Tachometer
1/10 Digital Input_FLEX_20 Not Used
1/11 Digital Input_FLEX_08 Limiter 0
1/12 Digital Input_FLEX_03 Set / Coast Enable
Digital Out- Front
1/13 MIL Lamp Looking into the Pins on the Harness
put_LP_FLEX_01
1/14 Digital Input_FLEX_04 Cruise Enable
1/15 Digital Input_FLEX_05 Stop Engine Override
1/16 Digital Input_FLEX_06 Resume / Accel Enable
1/17 Digital Input_FLEX_07 Throttle Inhibit
1/18 SFP_01 Run Start

Table 3-47 Connector #1 Pin Assignments – Fire Truck Application

Part DDC Part Number


CPC2+ - 18 Pin Connector - B Key 018 545 67 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-48 Connector #1, 18–pin Connector, B Key

The pin assignments for the Common Powertrain Controller #2 connector (18–pin) for fire truck
applications are listed in Table 3-49.
The part numbers for the #2 connector, Key A and terminals are listed in Table 3-50.

3-38 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


Battery (+) PSU
2/1 Main Battery +12 V
(KL_30)
Battery (-) PSU
2/2 Main Battery Ground
(KL_31)
Battery (+) Switched
2/3 Ignition
PSU
2/4 K_DIAG_C K-line
2/5 J 1708_A Not Used
2/6 J 1708_B Not Used
2/7 Digital Input_FLEX_15 Not Used
2/8 Digital Input_FLEX_16 Remote Throttle Select Switch
2/9 Digital Input_FLEX_09 Remote PTO Select Switch
Digital Out-
2/10 Amber Warning Lamp
put_LP_FLEX_03
2/11 Digital Input_FLEX_10 Limiter 1
2/12 Digital Input_FLEX_11 A/C Status
Front
2/13 Digital Input_FLEX_12 Fan Override Looking into the Pins on the Harness
2/14 Digital Input_FLEX_13 Engine Brake Low
2/15 Digital Input_FLEX_14 Engine Brake Medium
2/16 VCAN_L_C J1939 (-)
2/17 VCAN_GND_C J1939 Shield
2/18 VCAN_H_C J1939 (+)

Table 3-49 Connector #2 Pin Assignments – Fire Truck Application

Part DDC Part Number


CPC2+ - 18 Pin Connector - A Key 013 545 64 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-50 Connector #2, 18–pin Connector, A Key

The pin assignments for the Common Powertrain Controller #3 connector (21–pin) for fire truck
applications are listed in Table 3-51.
The part numbers for the #3 connector, Key C and terminals are listed in Table 3-52.

All information subject to change without notice. (Rev. ) 3-39


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HARDWARE AND WIRING

Pin Signal Type Function Connector


3/1 Analog_In_01 Not Used
3/2 Analog_GND Sensor Return
3/3 Analog__SUP_5V Sensor Supply
3/4 Analog_In_02 PTO
3/5 Analog_Out_01 Not Used
3/6 Analog_Out_02 Not Used
3/7 Digital Output_HP_HS_01 Not Used
3/8 Digital Output_HP_HS_02 Not Used
3/9 Digital Output_HP_LS_01 Water in Fuel
3/10 Digital Output_LP_FLEX_02 DEF Low Lamp
3/11 SFP_14 Low Coolant Level Sensor
3/12 Digital Output_LP_FLEX_04 Low Oil Pressure Lamp
3/13 SFP_09 Vehicle Speed (+)
3/14 SF_VGND Vehicle Speed (-) Front
Looking into the Pins on
3/15 Analog_In_SFP_13 Ambient Air Temp Sensor
the Harness
3/16 Digital Output_LP_FLEX_05 Red Stop Lamp
3/17 Digital Output_HP_FLEX_02 Low Coolant Lamp
3/18 Digital Input_SFP_02 Not Used
3/19 PTCAN_L 5V Powertrain CAN (-)
3/20 PTCAN_GND 5V Powertrain CAN Shield
3/21 PTCAN_H 5V Powertrain CAN (+)

Table 3-51 Connector #3 Pin Assignments – Fire Truck Application

Part DDC Part Number


CPC2+ - 21 Pin Connector - A Key 013 545 65 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) A 013 545 78 26

Table 3-52 Connector #3, 21–pin Connector, Key A

The pin assignments for the Common Powertrain Controller #4 connector (18–pin) for fire truck
applications are listed in Table 3-53.
The part numbers for the #4 connector, Key C and terminals are listed in Table 3-54.

3-40 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


4/1 C_ECAN_L Not Used
4/2 C_ECAN_GND Not Used
4/3 C_ECAN_H Not Used
4/4 Digital Input_SFP_11 Not Used
4/5 Digital Input_SFP_12 Not Used
4/6 Digital Output_LP_FLEX_06 Wait to Start Lamp
4/7 Digital Output_HP_LS_02 High Exhaust Temperature Lamp
4/8 Digital Input_FLEX_E1 Not Used
4/9 Digital Output_HP_FLEX_01 Cruise Active Lamp
4/10 Digital Output_HP_HS_04 Engine Brake Active
4/11 Frequency_SFP_10 Not Used
4/12 PWM_FPO_01 Not Used
4/13 Digital Input__FLEX_19 DPF Inhibit Switch
Front
4/14 Digital Input_SFP_03 Not Used Looking into the Pins on
the Harness
4/15 Digital Input_SFP_04 Not Used
4/16 Digital Input_FLEX_17 Neutral Switch
4/17 Digital Input_FLEX_21 DPF Regeneration Switch
4/18 Digital Input_FLEX_18 Engine Brake Disable

Table 3-53 Connector #4 Pin Assignments – Fire Truck Application

Part DDC Part Number


CPC2+ - 18 Pin Connector - C Key 018 545 68 26
CPC2+ - socket 0.5-1.0mm wire (single) 013 545 76 26
CPC2+ - socket 1.0-2.5mm wire (single) 013 545 78 26

Table 3-54 Connector #4, 18–pin Connector, Key C

3.2.3.5 Wire Resistances

VIH power terminals require 14 AWG wire. The total resistance of the power harness cannot
exceed 60 mΩ. The characteristics for Teflon coated and GXL type wire gauges are listed in
listed in Table 3-55.
SAE Wire Metric Resistance Resistance Resistance mΩ/ft. Diameter
Area mm2
Gauge Gauge # mΩ/m mΩ/ft. @ 20°C @ 120°C mm
16 1 1.129 15.300 4.66 6.50 0.72
14 2 1.859 9.290 2.83 3.94 1.18
12 3 2.929 5.900 1.80 2.50 1.86
10 5 4.663 3.720 1.13 1.58 2.97
8 8 7.277 2.400 0.73 1.02 4.63

Table 3-55 Wire Characteristics

All information subject to change without notice. (Rev. ) 3-41


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HARDWARE AND WIRING

Total power harness resistance is determined by shorting together the eight terminals in the ECU
connector, and then measuring the resistance from the battery (+) to battery (-) terminal at the
maximum operating temperature (105°C). Disconnect the harness from the batteries before
measuring the resistance.

3.2.3.6 Communications – SAE J1939 Data Link

SAE J1939 Data Link+, SAE J1939 Data Link-, and SAE J1939 Data Link Shield are used as the
J1939 communication link. J1939 cable is required for the J1939 data link. Termination resistors
are required per the SAE specification. Refer to SAE J1939–11 for specific requirements.
Communications to a Scan Tool: All OBD control modules (e.g., engine, auxiliary emission
control module) on a single vehicle shall use the same protocol for communication of required
emission-related messages from on-board to off-board network communications to a scan tool
meeting SAE J1978 specifications or designed to communicate with an SAE J1939 network.
The OBD system shall use the following standardized protocol: SAE J1939. This protocol may
only be used on vehicles with diesel engines.
Vehicle Identification Number: All vehicles shall have the vehicle identification number (VIN)
available in a standardized format through the standardized data link connector in accordance
with SAE J1979/J1939 specifications. Only one electronic control unit per vehicle shall report
the VIN to an SAE J1978/J1939 scan tool.
If the VIN is reprogrammed, all emission-related diagnostic information identified shall be erased
in conjunction with reprogramming of the VIN.

NOTICE:
The communication system operation will degenerate if the wrong
cable is used.

The CPC2+ connector pin assignments for SAE J1939 are listed in Table 3-56.

Pin Signal Type Function


2/18 Data Link SAE J1939 (+)
2/17 Data Link J1939 Shield
2/16 Data Link SAE J1939 (-)

Table 3-56 J1939 CPC2+ to VIH Connector Pin Assignments

The following SAE documents cover the SAE J1939 Data Link. Contact the Society of
Automotive Engineers to obtain documents, refer to Appendix C for their address.

3-42 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

SAE J1939 Top Layer (Overview)


SAE J1939/11 Physical Layer
SAE J1939/21 Data Link Layer
SAE J1939/71 Vehicle Application Layer
SAE J1939/01 Truck and Bus Applications
SAE J1939/73 Application Layer — Diagnostics

J1939 cable is available from the following sources:

Belden Electronics Division Tyco Electronics Corporation


2200 U.S. 27 South Raychem Wire & Harnessing
Richmond, IN 47374 300 Constitution Drive
Phone: 1–650–361–3333 Menlo Park, CA 94025
www.belden.com www.raychem.com

3.2.3.7 Communications – Proprietary Powertrian-CAN Data Link

The proprietary Powertrain-CAN link between the MCM2, CPC2+, and the ACM2 must be a
twisted shielded cable with 0.75 mm diameter wire (approximately 20 AWG), bundle shielded
with drain wire and 30 twists per meter. The insulation is rated to 105°C. Termination resistors for
the Powertrain-CAN link are located in the CPC2+ and ACM2. The wiring for the MCM2 21–pin
connector and the CPC2+ 18–pin #4 connector are listed in Table 3-57.

CPC2+ 18–Pin #4 Connector Function MCM2 21–Pin Connector


3/21 Powertrain-CAN Data Link (+) 21/13
3/19 Powertrain-CAN Data Link (-) 21/19
3/20 Powertrain-CAN Data Link (Shield) 21/10
3/20 Powertrain-CAN Data Link (Shield) 21/19

Table 3-57 Proprietary Engine-CAN Data Link

3.2.4 POWER SUPPLY – 12 VOLT SYSTEM

Normal operating voltage on a 12 V system for the CPC2+ and MCM2 is 11-16 VDC.

NOTICE:
Operating the CPC2+ or MCM2 over the voltage limits of 16 volts
will cause damage to the CPC2+ or MCM2.

Operating the CPC2+ and/or MCM2 between 8 and 11 volts may result in degraded engine
operation. (Transient operation in this range during engine starting is considered normal for
12 volt systems.)

All information subject to change without notice. (Rev. ) 3-43


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NOTICE:
Reversing polarity will cause damage to the CPC2+ and/or MCM2
if the Power Harness is not properly fused.

NOTE:
All output loads, ignition and CPC2+ power must be powered from the same battery
voltage source.

3.2.4.1 Average Current Draw

The maximum average current draw is listed in Table 3-58. This information should be used
to size the alternator.

Maximum Average Current Draw


System (12 V Nominal Supply)
Crank Idle Full Load/Rated Speed
MCM2 – Engine Loads 4.0 A avg 21.0 A avg 25.0 A avg
CPC2+ – Vehicle Loads* 1 (one) Avg 120ma Avg 8 A avg
* Vehicle loads are controlled by the OEMs who can best determine the total maximum current draw for
their installation.

Table 3-58 Maximum Average Current Draw

The current draw for a CPC2+ configuration is listed in Table 3-59.

Configuration Condition Current


Ignition Off <1 mA
CPC2+
Ignition On and Engine Stopped 120 mA

Table 3-59 Current Draw for CPC2+ Configuration

The current draw for a MCM2 is listed in Table 3-60.

Configuration Condition Current


Ignition Off <1 mA
MCM2
Ignition On and Engine Stopped 400 mA

Table 3-60 Current Draw for MCM2 Configuration

Overall maximum ACM2 current capability is 50.0 amps.

3-44 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Current — amps
Loads Actual Load ACM2 Capability
Imax (avg) Imax (pk) Imax (avg) Imax (pk)
ACM2 Quiescent
0.5 0.5 0.5 0.5
Draw
Sensors 0.2 0.2 0.3 0.3
NOx1 — engine out 1.0 12.0 8.0 16.0
NOx2 — tailpipe out 1.0 12.0 8.0 16.0
Pump 0.5 1.0 2.0 2.0
Injector 2.0 2.0 2.0 2.0
Diffuser Heater 2.0 2.0 2.0 2.0
Compressed Air
1.5 1.5 1.5 1.5
Solenoid
Engine Coolant
1.5 1.5 1.5 1.5
Solenoid
Electric Line Heaters 9.0 9.0 9.0 9.0
Total 19.2 41.7 34.8 50.8

Table 3-61 ACM2 Current

3.2.4.2 Battery Isolator

A battery isolator is not required. However, some applications require a battery that is dedicated
to the engine and completely isolated from the rest of the vehicle. Commercially available battery
isolators can be used.

3.2.4.3 Main Power Shutdown

The main power supply shutdown schematic shows the DDC approved method for main power
switch implementation. See Figure 3-5.

All information subject to change without notice. (Rev. ) 3-45


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Figure 3-5 Main Power Supply Shutdown

NOTE:
Switches must remain closed for 30 seconds after ignition is off for the MCM2 and
CPC2+ to write non-volatile data.

NOTE:
It is recommended that both the positive (+) and negative (-) battery leads be
disconnected.

NOTE:
Disconnecting positive power is not sufficient to isolate the CPC2+ for welding purposes.

3-46 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

NOTICE:
When welding, the following must be done to avoid damage to the
electronic controls or the engine:
□ Both the positive (+) and negative (-) battery leads must be
disconnected before welding.
□ The welding ground wire must be in close proximity to
welding location - the engine must never be used as a
grounding point.
□ Welding on the engine or engine mounted components is
NEVER recommended.

NOTE:
The alternator should be connected directly to the battery for isolation purposes.

3.2.5 FUSES

A Battery (+) fuse and an ignition circuit fuse must be provided by the vehicle wiring harness.
Blade-type automotive fuses are normally utilized; however, manual or automatic reset circuit
breakers which meet the following requirements are also acceptable. The fuse voltage rating must
be compatible with the CPC2+ – MCM2's maximum operating voltage of 16 volts.

FIRE
To avoid injury from fire, additional loads should not be
placed on existing circuits. Additional loads may blow the
fuse (or trip the circuit breaker) and cause the circuit to
overheat and burn.

FIRE
To avoid injury from fire, do not replace an existing fuse with
a larger amperage fuse. The increased current may overheat
the wiring, causing the insulation and surrounding materials
to burn.

The ignition fuse current rating must be sized for the loads utilized in each application; however,
a rating of between 5 and 10 amps is usually sufficient.

All information subject to change without notice. (Rev. ) 3-47


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The Battery (+) fuse current rating must satisfy two criteria:
□ Must not open during normal operation
□ Must open before the MCM2 or CPC2+ is damaged during a reverse battery condition
Bussmann ATC-30 and Delphi Packard Electric Systems MaxiFuse 30 amp rated fuses or
equivalent will satisfy these requirements. Acceptable blow times versus current and temperature
derating characteristics are listed in Table 3-62 and Table 3-63.

% of Rated Fuse Current Minimum Blow Time Maximum Blow Time


100% 100 hours -
135% 1 minutes 30 minute
200% 6 seconds 40 seconds

Table 3-62 Fuse Current and Blow Time

Temperature % of Rated Fuse Current


-40°C 110% max
+25°C 100%
+120°C 80% min

Table 3-63 Fuse Temperature and Current

3-48 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

3.3 AFTERTREATMENT CONTROL MODULE2


The Aftertreatment Control Module (ACM2) is a further development of the current frame
module with increased capacity for inputs, outputs, and up to four CAN interfaces. The ACM2
controls the DEF dosing for exhaust gas aftertreatment as an independent ECU of Selective
Catalytic Reduction (SCR) and Diesel Particulate Filter (DPF) functionality.

1. 21–pin Connector 2. 120–pin Connector

Figure 3-6 Aftertreatment Control Module

All power supply lines from the vehicle and powertrain CAN are connected with the 21–pin
connector. The sensors and actuators use the 120–pin connector.

3.3.1 COOLING

The ACM2 does not use a liquid cooler so the cover of the cooler has been removed. The power
dissipation depends on the mounting location and the maximum ambient temperature. Mounting
locations and ambient conditions are important.

3.3.2 TEMPERATURE CONDITIONS

The ACM2 is designed for working with a housing temperature between -40°C (-40°F)and
+105°C (221°F).

All information subject to change without notice. (Rev. ) 3-49


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In maximum mode the ACM2 can drive 19 outputs and five high side supplies with peak current
up to 40 Amps. This means a maximum power dissipation of approximately 100 W. In this
case there is a high risk of thermal overstress. OEM must control ambient temperature to meet
(histogram) requirements. Environmental mounting space temperature around ACM2 must
not exceed-40°C (-40°F) to +85°C (185°F).

NOTICE:
The maximum temperature of the ACM2 housing must not exceed
105°C (221°F). Exceeding the ACM2 maximum temperature under
full load will cause irreversible damage inside the ECU.

3.3.3 ENVIRONMENTAL CONDITIONS

ACM2 Max Vibration Threshold: Acceleration levels in each axis should not exceed the limit
profile below.

Frequency (Hz) Displacement (mm) Acceleration (g)


5 10 1.0
10 10 4.0
400 — 4.0

Table 3-64 ACM2 Max Vibration Threshold

3.3.4 ACM2 MOUNTING

The ACM2 is mounted with four screws and requires ISO mount damping elements.
When mounting the ACM2 keep the following in mind:
□ Headers or harness bundles should not point up to prevent potential water pooling.
□ Protect against mechanical damage to the maximum extent possible.
□ Isolator mounts are required for electrical, thermal, and vibration isolation from the chassis.
□ Harness bundle strain relief must be provided via the housing bosses.
□ ACM2 mounting space must protect the ACM2 against stone impact, using as a step, or
similar forces.
□ ACM2 must be mounted no more than 60° from vertical as illustrated.

3-50 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Figure 3-7 ACM2 Mounting

NOTE:
Do NOT ground the ACM2 housing. This can result in false codes being logged.

□ The ACM2 requires battery power at all times.


□ The ACM2 must not be wired through to disconnect switch (unless required).
□ The ACM2 is not water-proof

3.3.5 ACM2 ELECTRICAL LIMITS

The Electrical Limits for the ACM2 are found in the following table.

All information subject to change without notice. (Rev. ) 3-51


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Full Functionality 10.5 V ≤ VBatt ≤ 30V


9 V ≤ VBatt ≤ 10.5 V
Restricted Functionality
30 V ≤ VBatt ≤ 35 V
Over voltage shut down of Micro controller > 35 V
Maximum DC Voltage 55 V
Reverse battery protection V < 35 V
Current consumption maximum ~ 40A
Quiescent current
< 1mA
(Current after IGN OFF)
Typical current consumption
~ 0.5 A
(no actuators driven)
Maximum power dissipation ~ 100 W
Temperature range (housing) -40 – 105°C

Table 3-65 Operating Range

3-52 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


21/1 CAN2 Not Used
21/2 CAN2 Not Used
21/3 Vbatt_MINUS Battery (-) Ground
21/4 CAN2 Not Used
21/5 Vbatt_MINUS Battery (-) Ground
21/6 Vbatt_MINUS Battery (-) Ground
21/7 CAN2 Not Used
21/8 Vbatt_MINUS Battery (-) Ground
21/9 Vbatt_MINUS Battery (-) Ground
Powertrain
21/10 Powertrain CAN High
CAN_H
21/11 Vbatt_PLUS Battery (+)
21/12 Vbatt_PLUS Battery (+)
Powertrain
21/13 Powertrain CAN: Ground
CAN_GND
21/14 Vbatt_PLUS Battery (+)
21/15 Vbatt_PLUS Battery (+)
21/16 K15 Ignition Front
Looking into the Pins on the Harness
21/17 Not Used Not Used
21/18 Vbatt_PLUS Battery (+)
Powertrain
21/19 Powertrain CAN Ground
CAN_GND
Powertrain
21/20 Powertrain CAN Low
CAN_L
21/21 Not Used Not Used

Table 3-66 21–Pin Connector to the ACM2

3.3.6 AFTERTREATMENT AND SCR SYSTEM

The exhaust Aftertreatment System (ATS) is designed for use in heavy–duty commercial vehicles,
which are in compliance with the EPA 2010 exhaust emission standards. ATS electronic functions
are regulated by the ACM2.
The ATS includes a Diesel Oxidation Catalyst (DOC) for pretreatment of the gas and active
regeneration oxidation of injected HC, a Diesel Particulate Filter (DPF) for particulate matter
filtration and regeneration, a vanadium-free Selective Catalytic Reduction (SCR) subsystem for
nitric oxides (NOx) conversion and an ammonia slip catalyst (ASC).

All information subject to change without notice. (Rev. ) 3-53


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Figure 3-8 1-BOX™ System

Figure 3-9 1-BOX

3-54 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Figure 3-10 2 Box System

Figure 3-11 2 Box System

All information subject to change without notice. (Rev. ) 3-55


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

The ATS design will include either a modular system which consists of one separate DOC + DPF
and SCR + Slip unit or an integrated system where both DPF and SCR subsystems are contained
in a single housing. The two subsystems will be connected by a pipe when modular. In an effort
to reduce system back pressure, the SCR unit is to have a minimum of two parallel paths for the
exhaust gas to flow through. The DPF subsystem will require HC injection into the exhaust gases
for active regeneration of the filter.

NOTE:
Personnel who will come in contact with DEF must read the Material Safety Data Sheet
that should accompany its delivery.

The functions of the DPF unit are:


□ Filtration of the particulate emission
□ Regeneration of the DPF via conversion of the HCs on the pre-DOC
□ Possibility of DPF ash-cleaning within the scope of the service interval
□ Oxidation of the possible HC-slip after the DPF on the DPF coating (or post-DOC) and
generation of a sufficient quantity of NO2 for the demanded SCR performance
The functions of the SCR unit are:
□ Conversion of the NOx emission to harmless nitrogen (N2) and water vapor (H2O)
□ Oxidation of the possible ammonia-slip after the SCR catalysts on the DOC-S3
□ Noise reduction

3-56 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Figure 3-12 1-BOX System

3.3.6.1 System Responsibility

The system responsibility for system components is listed in Table 3-67.

NOTE:
OEM is responsible to procure ALL components listed for proper system function.

NOTE:
DDC is responsible to engineer only those components listed.

NOTE:
OEM is responsible to engineer/obtain from supplier those components listed.

All information subject to change without notice. (Rev. ) 3-57


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

DDC Responsibility OEM Responsibility


DEF Pump DEF Tank
DEF Metering Unit DEF Tank Level Sensor
ACM2 DEF Tank Temperature Sensor
ATS DEF Air / Coolant Lines
— ATS Frame Mount
— Vehicle Interface Harnesses
— Coolant Water Valve
— DEF Line Electric Heaters

— Mechanical Interface Connectors

— Compressed Air Control Unit

Table 3-67 System Responsibility for Aftertreatment

3-58 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Figure 3-13 2010 Aftertreatment Wiring Definition

All information subject to change without notice. (Rev. ) 3-59


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HARDWARE AND WIRING

THIS PAGE INTENTIONALLY LEFT BLANK

3-60 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

3.4 VEHICLE INTERFACE WIRING


3.4.1 VIH POWER WIRING

The OEM-supplied VIH power wiring (see Figure 3-14) supplies 12 volts to the CPC2+, ACM2,
and MCM2. The system must be sourced directly from the battery. The terminals are designed to
accept 14 AWG wire with an insulation diameter of 3.2 mm minimum and 5.6 mm maximum.
□ The ACM2 requires battery power at all times
□ ACM2 must not be wired through the disconnect switch

NOTE:
Do NOT power ACM2 through the cut-off switch.

Figure 3-14 Power Wiring

All information subject to change without notice. (Rev. ) 3-61


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HARDWARE AND WIRING

Power and ground must be sourced directly from the battery. An electrically solid connection
to the battery or bus bar is required so the battery can filter electrical noise from the power
lines. Power for other vehicle systems must not be sourced from the VIH power wires. Do not
use chassis ground.

NOTE:
The ground wire must be electrically separate from chassis ground.

Power and ground bus bars may be used. The bus bar must be connected to the battery posts with
0 AWG or larger wire depending upon the total vehicle current requirement. The connecting
wires must be as short as possible to minimize circuit resistance. Do not connect the ground wire
to the chassis ground. The bus bar and all related MCM2 and CPC2+ ground circuity must
not be any part of the chassis ground circuit.
Provide maximum physical separation of the VIH power wiring from other vehicle electrical
systems. Other electrical system wires should ideally be at least three feet away from the VIH
power wiring and should not be parallel to the VIH power wiring. This will eliminate coupling
electromagnetic energy from other systems into the VIH power wiring.

NOTICE:
Connection to reverse polarity will damage the system if not
properly fused.

A 40 amp fuse must be used and installed as close to the battery as possible.
The conductor must be annealed copper not aluminum and must comply with the industry
standard, SAE J1128 JAN 95 Low Tension Primary Cable. Contact the Society of Automotive
Engineers to obtain documents, refer to Appendix for their address.
Splices must be soldered and sealed with a waterproof insulator. Alpha FIT-300, Raychem
TAT-125 or any equivalent heat shrink - dual wall epoxy encapsulating adhesive polyolefin is
required.
Detroit Diesel Corporation recommends color coding. Alternatively, wires may be hot stamped
with the cavity number.

3.4.2 VIH TO MCM2 CONNECTOR WIRING

The wiring for the 21–pin MCM2 connector and the 10–pin engine harness connector are listed in
the tables below. The side of the connectors shown are looking into the pins.

3-62 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


21/1 CAN2L NOT USED
21/2 CAN2GND NOT USED
21/3 CAN2H NOT USED
21/4 CAN2GND NOT USED
21/5 KL31 Battery (-) (current demand 40A)
21/6 KL31 Battery (-) (current demand 40A)
21/7 KL15 IGN
21/8 KL31 Battery (-) (current demand 40A)
21/9 KL31 Battery (-) (current demand 40A)
21/10 CAN1GND IES Motor CAN HF Ground
21/11 KL30 Battery (+) (current demand 40A)
21/12 KL30 Battery (+) (current demand 40A)
21/13 CAN1H Powertrain CAN High
21/14 KL30 Battery (+) (current demand 40A)
21/15 KL30 Battery (+) (current demand 40A)
21/16 CAN1GND Powertrain CAN Ground Front
Looking into the Pins on the Harness
21/17 Not Used
21/18 KDiag_S Not Used
21/19 CAN1L Powertrain CAN Low
21/20 KL50 Crank Start Input
21/21 START_B Start Enable Output

Table 3-68 21–Pin Connector to the MCM2

Part DDC Part Number


Connector 1–1355222–8
1.0 – 2.5 mm Contact (single) 014 545 82 26
0.5 – 1.0 mm Contact (single) 014 545 83 26
2
Seal (2.2 – 3.0 mm insulation diameter) 000 545 29 39
2 000 545 28 39
Seal (1.2 – 2.1 mm insulation diameter)
Backshell 13940501
Cavity Plug 000 545 62 80

Table 3-69 21–Pin Connector to the MCM2 Part Numbers

All information subject to change without notice. (Rev. ) 3-63


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

10 Pin Circuit MCM2 120 Pin Connector


1 Supply of the SW and PWM-output 91
(High side)
2 Fan 1 98
3 Fan 2 33
4 Sensor fan speed (hall sensor) 47
5 Sensor Ground 114
6 Sensor Power Supply 85
7 Not Used 120
8 Not Used Not Used
9 Not Used Not Used
10 Not Used Not Used

Table 3-70 10–Pin Engine Controller-OEM

Part FCI Part Number


10 Pin Connector 54201009
Terminal (18 & 20 AGW) 54001803
Terminal (14 & 16 AGW) 54001403
Cavity Plug 54200005

Table 3-71 10–Pin Vehicle Chassis Connector

3-64 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

3.4.3 VIH TO ACM2 CONNECTOR WIRING

Pin Signal Type Function Connector


1 HS1_SCR DEF Pump
2 RO_Pin02_DPF Not Used
3 HS1_SCR Dosing Valve Supply
4 RO_Pin04_DPF Not Used
5 HS1_SCR Comp Air Valve Supply
6 Elect_1_heating DEF Line Heater 1
7 RO_Pin07_DPF Not Used
Solenoid Valve for Heating
8 RO_Pin08_scr
DEF Tank
9 HS3_SCR DEF Line Heater Supply 1+2
10 VLS_soot Not Used
11 SGND_RSa_02_DPF Not Used
12 SV_APS Not Used
13 SGND_RSa_02_DPF Not Used
14 RO_Pin14_SCR Not Used
15 HS3_SCR DEF Line Heater Supply 3+4
16 Elect_5_heating Elect 5 Heating Metering Unit
17 HS2_SCR Not Used
18 Elect_3_heating DEF Line Heater 3
19 HS4_SCR DEF Tank Coolant Valve Supply
20 Pump_AdB DEF Pump Signal
21 HS_DPF Not Used
22 MH_MDU DEF Diffuser Heater
23 HS_DPF Not Used
24 Elect_2_heating Elect 2 Heating
25 HS_DPF Not Used
26 CV_APS Air Control Valve
27 T1V_DPF Temperature DOC Out
28 DV_MDU DEF Dosing Valve
29 T1b_DOC2 Not Used
30 SGND_T1b_DOC2 Not Used

Table 3-72 ACM2 Connector (1 of 4)

All information subject to change without notice. (Rev. ) 3-65


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Pin Signal Type Function Connector


31 KI. 15_out Not Used
32 Elect_4_heating DEF Line Heater 4
33 KI. 15_out Not Used
Solenoid Valve for Heating
34 CV_Heat_AdB
DEF Tank
35 RO_Pin35_DPF Not Used
36 1939_CAN_H Not Used
37 RO_Pin37_SCR Not Used
38 1939_CAN_GND Not Used
HS3 SCR Supply DEF/AUX
39 HS3_SCR
Heating
40 Sensor_CAN_H NOx-2 Sensor CAN H
41 Sensor_CAN_L NOx-2 Sensor CAN L
Sen-
42 NOx-2 Sensor Supply
sor_CAN_GND_VS
43 Sensor_CAN_GND NOx-2 Sensor GND
44 Sensor_CAN_H Not Used
45 Sensor_CAN_L Not Used
Sen-
46 Not Used
sor_CAN_GND_VS
47 Sensor_CAN_GND Not Used
48 Sensor_CAN_H Not Used
49 Sensor_CAN_L Not Used
Sen-
50 NOx-1 Sensor Supply
sor_CAN_GND_VS
51 Sensor_CAN_GND NOx-1 Sensor CAN GND
52 Sensor_CAN_H NOx-1 Sensor CAN H
53 Sensor_CAN_L NOx-1 Sensor CAN L
Sen-
54 Not Used
sor_CAN_GND_VS
55 Sensor_CAN_GND Not Used
56 Sensor_CAN_H Not Used
57 Sensor_CAN_L Not Used
Sen-
58 Not Used
sor_CAN_GND_VS
59 Sensor_CAN_GND Not Used
60 Sensor_CAN_H Not Used

Table 3-73 ACM2 Connector (2 of 4)

3-66 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Pin Signal Type Function Connector


61 Sensor_CAN_L Not Used
Sen-
62 Not Used
sor_CAN_GND_VS
63 RH_T_T Not Used
64 1939_CAN_H Not Used
65 1939_CAN_L Not Used
66 1939_CAN_GND_VS Not Used
67 RH_T_H Not Used
68 1939_CAN_H Not Used
69 1939_CAN_L Not Used
70 1939_CAN_GND Not Used
71 1939_CAN_GND Not Used
72 P2_DPF DPF Outlet Pressure
73 SGND_T1_DPF Sensor Ground DPF Temperature
74 P_Air_MDU Metering Unit Air Pressure Sensor
75 SGND_T1_SCR SCR Inlet Temperature GND
76 T1_SCR SCR Inlet Temperature
77 SGND_T21_SCR SCR Outlet Temperature GND
78 T2_SCR SCR Outlet Temperature
79 SGND_RSp_01_SCR Not Used
80 RSp_01_SCR Not Used
81 SGND_RSp_01_DPF Not Used
82 SGND_RSp_02_SCR Not Used
83 RSp_02_SCR Not Used
84 V_SENS2 DEF Dosing/Air Press SPLY-5V
85 T_AdB_MDU Temperature Metering Unit
86 SGND_T_AdB_MDU Temperature Metering Unit GND
87 P1_DPF DPF Inlet Pressure
DPF Inlet Pressure Sensor
88 SGND_P
Ground
89 RSp_02_DPF Not Used
90 RH_T_H_GND Not Used

Table 3-74 ACM2 Connector (3 of 4)

All information subject to change without notice. (Rev. ) 3-67


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
HARDWARE AND WIRING

Pin Signal Type Function Connector


91 RSa_01_DPF Not Used
92 Sensor_CAN_GND Not Used
93 1939_CAN_GND Not Used
94 SGND_RSa_02_DPF Not Used
95 RSa_02_DPF Not Used
96 1939_CAN_GND Not Used
97 T2_DPF DPF Out Temperature
98 SGND_T1_DOC_2 DPF Out Temperature Ground
DEF Dosing/Air Pressure
99 SGND_P_AdB_MDU
Sensor Ground
100 P_AdB_MDU DEF Pressure Sensor
101 1939_CAN_L Not Used
DEF Tank Temperature/Level
102 SGND_T_AdB_Tank
Ground
103 T_AdB_Tank DEF Tank Temperature
104 SGND_Soot Not Used
105 Soot Not Used
106 HS4_SCR Not Used
107 T1_DOC_1 DOC Inlet Temperature
108 SGND_T1_DOC_1 DOC Inlet Temperature Ground
109 L_AdB_Tank DEF Tank Level Sensor
110 HS4_SCR Not Used
111 T1b_DPF Not Used
112 SGND_T1b_DPF Not Used
113 RSa_01_SCR Not Used
114 SGND_RSa_01_SCR Not Used
115 RSa_02_SCR Not Used
116 SGND_RSa_02_SCR Not Used
117 SENS1_V Sensor Power Supply (DPF)
118 RSp_01_DPF Not Used
119 RSa_03_SCR Not Used
120 SGND_RSa_03_SCR Not Used

Table 3-75 ACM2 Connector (4 of 4)

3-68 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Part Supplier TYCO Part Number


120 Pin Connector 1418421–1
Terminal (18 & 20 AGW) 1241380–3
Cavity Plug 963531–1
Cable Seal 963530–1

Table 3-76 120 Pin ACM2 Vehicle Harness Connector

3.4.3.1 ACM2 21–pin Connector

The wiring for the ACM2 21–pin connector is listed in Table 3-77. The side of the connector
shown is looking into the pins.

Pin Signal Type Function Connector


21/1 CAN2 Not Used
21/2 CAN2 Not Used
21/3 Vbatt_MINUS Battery (-) Ground
21/4 CAN2 Not Used
21/5 Vbatt_MINUS Battery (-) Ground
21/6 Vbatt_MINUS Battery (-) Ground
21/7 CAN2 Not Used
21/8 Vbatt_MINUS Battery (-) Ground
21/9 Vbatt_MINUS Battery (-) Ground
21/10 Powertrain CAN_H Powertrain CAN High
21/11 Vbatt_PLUS Battery (+)
21/12 Vbatt_PLUS Battery (+)
Powertrain
21/13 Powertrain CAN: Ground
CAN_GND
21/14 Vbatt_PLUS Battery (+)
21/15 Vbatt_PLUS Battery (+)
21/16 K15 Ignition Front
Looking into the Pins on the Harness
21/17 Not Used Not Used
21/18 Vbatt_PLUS Battery (+)
Powertrain
21/19 Powertrain CAN Ground
CAN_GND
21/20 Powertrain CAN_L Powertrain CAN Low
21/21 Not Used Not Used

Table 3-77 21–Pin Connector to the ACM2

All information subject to change without notice. (Rev. ) 3-69


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Part Supplier TYCO Part Number


21 Pin Connector 1–1355222–8
Terminal (18 & 20 AGW) 1–968876–1
Cavity Plug 828922–1
Seals 828905-1

Table 3-78 21 Pin ACM2 Vehicle Harness Connector

3-70 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
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3.4.3.2 ACM2 to ATS

Figure 3-15 VIH to ATS Interface (1-BOX)

All information subject to change without notice. (Rev. ) 3-71


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HARDWARE AND WIRING

Figure 3-16 VIH to ATS 2V2 2-Box

3-72 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Figure 3-17 VIH to ATS 2HV 2-Box

All information subject to change without notice. (Rev. ) 3-73


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HARDWARE AND WIRING

Figure 3-18 VIH to ATS 2HH PIERCE

3-74 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

PIN Signal ACM2 PIN Connector


1 DOC INLET TEMP 107
2 DOC INLET TEMP GRD 108
3 DOC OUTLET TEMP 27
4 DOC OUTLET TEMP GRD 73
5 DPF OUTLET TEMP 97
6 DPF OUTLET TEMP GRD 98
7 GRD (DPF PSI) 88
8 5V SENSOR SUPPLY (DPF PSI) 117
9 DOC INLET PRESSURE 87
10 DPF OUTLET PRESSURE 72
11 12V NOx SENSOR SUPPLY 50
12 CAN H 52
13 CAN L 53
14 NOx GRD 51

Table 3-79 14–PIN (A KEYING) DPF / DOC Connector

PIN Signal ACM2 PIN Connector


1 Not Used —
2 12V SENSOR SUPPLY 42
3 CAN H 40
4 Not Used Not Used
5 CAN L 41
6 GRD 43
7 Not Used Not Used
8 GRD 75
9 SCR INLET TEMP 76
10 Not Used Not Used
11 Not Used Not Used
12 Not Used Not Used
13 GRD 77
14 SCR OUTLET TEMP 78

Table 3-80 14–PIN (B KEYING) SCR Connector

All information subject to change without notice. (Rev. ) 3-75


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HARDWARE AND WIRING

PIN Signal ACM2 PIN Connector


1 DOC INLET TEMP 107
2 DOC INLET TEMP GRD 108
3 DOC OUTLET TEMP 27
4 DOC OUTLET TEMP GRD 73
5 DPF OUTLET TEMP 97
6 DPF OUTLET TEMP GRD 98
7 GRD (DPF PSI) 88
8 5V SENSOR SUPPLY (DPF PSI) 117
9 DOC INLET PRESSURE 87
10 DPF OUTLET PRESSURE 72
11 SCR INLET TEMP GND 75
12 SCR INLET TEMP 76
13 SCR OUTLET TEMP GND 77
14 SCR OUTLET TEMP 78

Table 3-81 Pierce 2HH Level Box 14–PIN (A KEYING) DPF/DOC/SCR Connector
(OEM Responsibility)

Part FCI Part Number


14–Pin Connector 54201411
Terminal (18 & 20 AGW) 54001803
Seals 54200005

Table 3-82 14–Pin DOC/DPF Vehicle Harness A Connector

Part FCI Part Number


14–Pin Connector 54201412
Terminal (18 & 20 AGW) 54001803
Seals 54200005

Table 3-83 14–Pin SCR Vehicle Harness B Connector

3-76 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
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3.4.3.3 ACM2 to Coolant Valve and DEF Line Heaters - OEM Sourced

Parameter Value Remark


Nominal Current 1.5A 2.0A-Max@12V
Output Voltage 0V ... 0.6V On Status
Output Clamping Voltage 50V ... 60V Off Status
Supplied from HS4_SCR ACM2 Pin 19
C1 15nF EMC–Cap
PWM frequency 1kHz —
PWM range 0%, 5% ... 95%, 100% —
Located in Low Side Driver I0502
Input Protection Short to Ground and VBatt
Diagnosis Short to Ground, Short to VBatt, overloaded, open load
Threshold Open Load Umin=2.3V Utyp=3V Umax=3.7V Diagnostic Current < 2mA
Threshold Short to GND Umin=1.6V Utyp=2.0V Umax=2.5V Diagnostic Current < 2mA
Threshold short to UBatt/Overloaded Imin+4.5A Ityp=6A Imax=9A Self Limited

Signal Name Signal Pin Description


HS4_SCR Supply 19 Tank Heat Coolant Valve PIN 2
RO_Pin08_SCR 8 and 34 Tank Heat Coolant Valve PIN 1
NOTE: Only one PWM ground pin may be used for valves with <2A load. Both ACM2 PWM pins 8 and 34
are required for valve current load >2A.

Table 3-84 DEF Coolant Valve Specification

NOTE:
DEF Coolant Valve and Connectors are OEM Responsibility

All information subject to change without notice. (Rev. ) 3-77


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Parameter Value Remark


Nominal Current ACM2 1.5A 2.0A max @ 12V
Nominal Current ACM1 3.0A 3.0A max @ 12V
Output Voltage 0V ... 1.0V On Status
Output Clamping Voltage 45V ... 60V Off Status
Supplied from HS3_SCR ACM2 Pins 9 and 15
C1 15nF EMC–Cap
Located in Low Side Driver I0517
Input Protection Short to Ground and VBatt
Diagnosis Short to Ground, Short to VBatt, overloaded, open load
Threshold Open Load Umin=2.3V Utyp=3V Umax=3.7V Diagnostic Current < 2mA
Threshold Short to GND Umin=1.6V Utyp=2.0V Umax=2.5V Diagnostic Current < 2mA
Threshold short to UBatt/Overloaded Imin+4.5A Ityp=6A Imax=9A Self Limited

Signal Name ACM2 Signal Pin Description


Elect_1_heating 6 3A Line heater 1 pin 1
Elect_2_heating 24 2A Line heater 2 pin 1
HS3_SCR Supply 9 Line heater 1 pin 2
Elect_3_heating 18 Line heater 2 pin 2
Elect_4_heating 32 3A Line heater 4 pin 1
Line heater 3 pin 2
HS3_SCR Supply 15
Line heater 4 pin 2

NOTE: Maximum allowable Amperage for each circuit must not be exceeded.

Table 3-85 DEF Line Heaters

NOTE:
The DEF Coolant Valve and Connectors are OEM responsibility

3.4.3.4 ACM2 to DEF Tank - OEM Sourced

Any deviation from the DDC specification must be approved and reviewed by DDC Engineering.

Signal Name ACM2 Signal Pin Description


A25_S X120 / 109 Sensor signal: L_AdB_Tank
SGND 102 Sensor ground

Parameter Value Remark


Measuring accuracy ≤ 2.5% Voltage between input pin and SGRD
Measuring range 0.1V – 2.9V 3V pull-up
Resolution 5%

Table 3-86 DEF Tank Level Sensor

3-78 All information subject to change without notice. (Rev. )


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% DEF Available (Usable) Voltage Nominal [V] Resistance


100% 2.70 19804
100% 2.59 13764
95% 2.47 10284
90% 2.36 8074
85% 2.24 6534
80% 2.13 5384
75% 2.01 4497
70% 1.90 3799
65% 1.79 3237
60% 1.67 2767
55% 1.56 2375
50% 1.44 2035
45% 1.33 1748
40% 1.21 1493
35% 1.10 1272
30% 0.99 1076
25% 0.87 902
20% 0.76 744
15% 0.64 601
10% 0.53 471
5% 0.41 353
0% 0.30 240
DEF Tank, Level Sensor and Connector – OEM RESPONSIBILITY

Table 3-87 DEF Tank Level Sensor Range

DEF Tank Temp Sensor and Connector requirements are as follows:


□ Any deviation from the DDC specification must be approved and reviewed by DDC
Engineering.
□ The DEF temperature sensor must be installed such that it is always submerged in DEF
and located as close as possible to the DEF pick up tube.

Resistance Value at 25 °C 1 kΩ +/- 1%


Beta Value 3528 K +/- 0.5%
Maximum Dissipation 500 mW
Response Time 1.2 s
Operating Voltage 12 V
Operating Temperature Range - 40 °C to + 125 °C
DEF Tank Temp Sensor and Connector – OEM RESPONSIBILITY

Table 3-88 DEF Tank Temp Sensor

All information subject to change without notice. (Rev. ) 3-79


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3.4.3.5 ACM2 to Doser Valve

1. Compressed Air Intake Quick-connect 6. Diesel Exhaust Fluid Feed Line (from Diesel Exhaust
Fluid pump)
2. Diffuser Heating Element 7. Diesel Exhaust Fluid Pressure Sensor
3. Diesel Exhaust Fluid Aerosol hose connection 8. Diesel Exhaust Fluid Temperature Sensor
4. Diesel Exhaust Fluid Dosing Valve 9. Metering Unit Heater
5. Diesel Exhaust Fluid Filter Screen 10. Compressed Air Pressure Sensor

Figure 3-19 Metering Unit

2 Pin Circuit ACM2–Pin Connector


1 SIG 28

2 Batt+ 3

Table 3-89 2–Pin Dosing Valve

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Component DDC PART# Supplier PART# Supplier


Wire Sealing (1.2 —2.1 A000 546 07 86 15339967 Nexans
sq. mm)
Connector A012 545 05 26 1 928 402 571 Bosch
Terminal A011 545 77 26 929 939–6 Tyco

Table 3-90 Dosing Valve Connector

2 Pin Circuit ACM2–Pin Connector


1 SIG 22

2 Batt + 3

Table 3-91 2–Pin Diffuser Heater

Component DDC PART# Supplier PART# Supplier


Connector A222 545 91 26 805 120 501 Hirschmann
Protecting Cap A009 545 47 84 7807051 Schlemmer
Terminal A000 546 27 26 21 24 49958 0 Kostal
Wire Sealing (1.2 —2.1 A000 545 84 80 08 00 44452 1 Kostal
sq. mm)

Table 3-92 2–Pin Diffuser Heater Connector

2 Pin Circuit ACM2–Pin Connector


1 SIG 16

2 Batt + 39

Table 3-93 2–Pin Aux Heating

Component DDC PART# Supplier PART# Supplier


Connector A211 545 13 28 805 120 502 Hirschmann
Protecting Cap A009 545 47 84
Terminal A000 545 27 26 21 24 49931 0 Kostal
Wire Sealing (1.2 —2.1 A000 545 84 80 08 00 44452 1 Kostal
sq. mm)

Table 3-94 2–Pin Aux Heater Connector

All information subject to change without notice. (Rev. ) 3-81


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3 Pin Circuit ACM2–Pin Connector


3 5V Supply 84
2 GRD 99

1 Signal 100

Table 3-95 3–Pin DEF Pressure Sensor

Component DDC PART# Supplier PART# Supplier


Connector A168 545 25 28 09 4413 11 Kostal
Terminal A009 545 75 26 22124492060 Tyco
Wire Sealing (1.2 —2.1 A000 546 07 86 15339967 Nexans
sq. mm)
Protecting Cap A000 154 18 85 02 6431 Woco

Table 3-96 DEF Pressure Sensor Connector

2 Pin Circuit ACM2–Pin Connector


1 GRD 86

2 SIG 85

Table 3-97 2–Pin DEF Temperature Sensor

Component DDC PART# Supplier PART# Supplier


Connector A168 545 29 28 09 4412 11 Kostal
Terminal A009 545 75 26 22124492060 Tyco
Wire Sealing (1.2 —2.1 A000 546 07 86 15339967 Nexans
sq. mm)
Protecting Cap A000 154 17 85 02 6430 Woco

Table 3-98 DEF Temperature Sensor Connector

3 Pin Circuit ACM2–Pin Connector


3 5V Supply 84
2 GRD 99

1 Signal 74

Table 3-99 3–Pin Air Pressure Sensor

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Component DDC PART# Supplier PART# Supplier


Connector A168 545 25 28 09 4413 11 Kostal
Terminal A009 545 75 26 22124492060 Tyco
Wire Sealing (1.2 —2.1 A000 546 07 86 15339967 Nexans
sq. mm)
Protecting Cap A000 154 18 85 02 6431 Woco

Table 3-100 Air Pressure Sensor Connector

3.4.3.6 ACM2 to Pump / Air Valve

The pump module draws DEF out of the DEF tank, filters it and pumps it to the metering
unit/dosing valve.

1. Pump Pressure Filter (serviceable) 7. Coolant Outlet


2. DEF Feed Line (to Metering Unit) 8. Pressure Reservoir Filling Valve and Connection
3. DEF Return Line (to DEF tank) 9. Coolant Inlet
4. Pneumatically Controlled Switching Valve 10. Electrical Harness Connector
5. Compressed Air Connection 11. DEF Intake Line

6. Pressure Reservoir (serviceable) 12. DEF Pump

Figure 3-20 Diesel Exhaust Fluid (DEF) Pump Module

All information subject to change without notice. (Rev. ) 3-83


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4 Pin Circuit ACM2–Pin Connector


Pin 1 Batt+ ACM2 pin 1
Pin 2 Sig ACM2 pin 20
Pin 3 Not Used Not Used

Pin 4 Not Used Not Used

Table 3-101 4–Pin Pump Supply Unit Connector

4 Pin Circuit ACM2–Pin Connector


Pin 1 Sig ACM2 pin 26
Pin 2 Batt+ ACM2 pin 5
Pin 3 Not Used Not Used

Pin 4 Not Used Not Used

Table 3-102 4–Pin Air Control Unit Connector

Component DDC Part# Supplier Part# Supplier


Air Pressure Limiting Solenoid Valve
DEF Supply Pump
Connector A015 545 65 26 1 968 968 1 Tyco
Terminal A000 53 22 66 7807 276 Schlemmer
Protecting Cap A001 546 25 35 965 783 1 Tyco

Table 3-103 DEF Pump Connector Part Numbers

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3.5 ON-BOARD DIAGNOSTICS


On-board Diagnostics (OBD) requires a standard data link connector conforming to SAE
J1939–13 specifications incorporated in each vehicle. Any pins in the connector that provide
electrical power shall be properly fused to protect the integrity and usefulness of the connector for
diagnostic purposes.
Transmissions supporting transmission output shaft speed via J1939 must also support both error
and unavailable status to be considered compliant with Detroit Diesel engines.

3.5.1 DATA LINK CONNECTOR LOCATION

The connector shall to be located in the driver's side footwell region of the vehicle interior in the
area bound by the driver's side of the vehicle and the driver's edge of the center console (or the
vehicle centerline if the vehicle does not have a center console). The location of the connector
should be no higher than the bottom of the steering wheel when in the lowest adjustable position.

NOTE:
The connector may not be located on or in the center console. The connector may
not be located on the horizontal faces near the floor-mounted gear selector, parking
brake lever, or cup holders nor on the vertical faces near the car stereo, climate system
or navigation system controls.

The location of the connector must by one that is easily identified and accessed (e.g. to connect
an off-board tool). For vehicles equipped with a driver's side door, the connector must be easily
identified and accessed by a technician standing or crouched on the ground outside the driver's
side of the vehicle with the driver's side door open.
If the connector is covered, the cover must be removable by hand without the use of any tools
and be labeled “OBD” to aid technicians in identifying the location of the connector. Access to
the diagnostic connector may not require opening or the removal of any storage accessory (e.g.,
ashtray, coin box).
The label shall be submitted to Detroit Diesel for review six months prior to planned production
implementation. Detroit Diesel shall approve the label upon determining that it complies with
OBD requirements. In order to comply with OBD requirements, the label must clearly identify
that the connector is located behind the cover and be consistent with language and/or symbols
commonly used in the automotive industry.
Manufacturers may equip vehicles with additional diagnostic connectors for manufacturer-specific
purposes (i.e., purposes other than the required OBD functions). However, if the additional
connector conforms to the specifications of SAE J1939-13 and is located in the vehicle interior
near the required connector, the connector(s) must be clearly labeled to identify which connector
is used to access the standardized OBD information.

3.5.1.1 Data Link Connector Wiring

The SAE J1939 OEM-supplied nine-pin data link connector is required.

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REQUIRED: The J1939 data link must be wired to this connector.

The components listed in Table 3-104 are required to incorporate a SAE J1939 Data Link in a
VIH for diagnostic and reprogramming devices.
Component DDC Part Number Deutsch Part Number
Nine-pin Deutsch Connector 23529496 HD10-9-1939P
Connector Cover 23529497 HDC 16–9
Cavity Plugs 23507136 114017
Terminals 23507132 0460-202-16141

Table 3-104 VIH Components to Incorporate an SAE J1939 Data Link

The following illustration shows the wiring for the nine-pin connector (see see Figure 3-21).

Figure 3-21 Wiring for 9-pin Data Link Connector

The SAE J1939 Data Link must be twisted pairs. The twists are a minimum of 12 turns per foot
(305 mm). The maximum length for the SAE J1939 Data Link is 130 ft. (40 m).
The following industry standard Society of Automotive Engineers (SAE) documents can be
used as a reference:
□ SAE J1939/71, Vehicle Application Layer
□ SAE J1939, Top Layer (Overview)
□ SAE J1939/01, Truck and Bus applications
□ SAE J1939/11, Physical Layer

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□ SAE J1939/21, Data Link Layer


□ SAE J1939/73, Application Layer Diagnostics
To obtain a copy of the above documents, contact the Society of Automotive Engineers (SAE) –
SAE International 400 Commonwealth Drive Warrendale, PA 15096 – Attention: Publications
(724) 776-4841 (http://www.sae.org).

3.5.2 LAMP REQUIREMENTS

Source
Lamp Output Lamp Source Lamp Circuit
Address

Malfunction Indicator Continuity detection is


CPC2+ 0x00
Lamp (MIL) recommended

Table 3-105 2010 Lamp Status Support

The MIL is to be located on the driver's side instrument panel and must be of sufficient
illumination and location to be readily visible under all lighting conditions. The MIL is to be
amber in color when illuminated. There is to be only one MIL used to indicate all faults detected
by the OBD system on a single vehicle.

NOTE:
The MIL may not be used for any purpose other than that specified in this manual.

3.5.2.1 Multiplexed Lamps

If an OEM device is controlling lamps, the device must be capable of detecting any circuit
continuity malfunctions. The OEM must broadcast circuit malfunction information (continuity
checks) on the J1939 data link per J1939–73 requirements. A multiplexed MIL must default to
ON if communication is lost between modules for any reason or if the sending device indicates
the data is unavailable or data is in error. For applications in which the CPC2+ controls the lamp,
the bulb must be of sufficient resistance to allow for detection of a circuit continuity error.

3.5.2.2 2010 Lamp Status Support

All of the below are transmitted within DLCC1 (0xFD07) message from SA 0x00.

All information subject to change without notice. (Rev. ) 3-87


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Direct Lamp Control Command 1 (DLCC1)


Parameter Name SPN
Engine Amber Warning Lamp Command 5078
Engine Red Stop Lamp Command 5079
OBD Malfunction Indicator Lamp Command 5080
Engine Brake Active Lamp Command 5081
Compression Brake Enable Switch Indicator Lamp 3987
Command
Engine Oil Pressure Low Lamp Command 5082
Engine Coolant Temperature High Lamp Command 5083
Engine Coolant Level Low Lamp Command 5084
Engine Idle Management Active Lamp Command 5085
Engine Air Filter Restriction Lamp Command 5086
J1939 Multiplexed
Parameter Name SPN
Cruise Active Lamp 596
Diesel Exhaust Fluid (DEF) Low Lamp 5245
DPF Regeneration Lamp 3697
High Exhaust System Temperature Lamp 3698
Low Battery Voltage Lamp 5087
Water-in-Fuel Lamp 97
Hardwired Only
Parameter Name CPC2+ PIN
Deceleration Lamp 4/9
DEF Purge-in-Process Lamp –(ACM) ACM 14/120
Engine Fuel Filter Restricted 3/12
Engine Protect Lamp 3/16
Optimized Idle Active Lamp 4/9
Wait-to-Star Lamp 4/6

Table 3-106 Lamp Status Support

While each controller will broadcast an individual DM1 message with the periodic update rate of
once per second with the lamp and fault content, it is expected the for lamp status, the Dashboard
must ignore lamp content from DM1 and instead use J1939 PGN 64775 (DLCC1) to obtain lamp
status for all (MCM2, ACM2, and CPC2+).
J1939 PGN 64775 (DLCC1) will be broadcast from the CPC2+ only (Source Address 0), at a
frequency of once per second or upon update (but no faster than 100ms). The CPC2+ will take
into account all Powertrain ECUs in setting the appropriate lamp status.

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Given the formatting constraints of several other DM messages such as DM2, DM3, DM6,
DM12, DM23, DM27, DM28, and DM31 DDEC10 ECUs will populate lamp information in
these messages as well, but the dashboard is expected to rely on and control lamps with the
DLCC1 message only.
□ Diesel Particulate Filter Lamp Command (DPF Lamp) - DPFC1 (0xFD7C) SPN_3697
(PT-CAN 0x18FF003D) Broadcast once per second and on change from SA_0x3D
□ Exhaust System High Temperature Lamp Command - DPFC1 (0xFD7C) SPN_3698
(PT-CAN 0x18FF003D) Broadcast once per second and on change from SA_0x3D
□ Water in Fuel Indicator (Lamp) - WFI (0xFEFF) SPN_97 (PT-CAN message presently
undefined) Broadcast once every 10 seconds from SA_0x01
□ DEF Lamp - (PT-CAN 0x14FF013D) SPN 5245 - this is supported - PGN65110
□ Optimized Idle Lamp- Presently it is not anticipated to broadcast the state of this lamp
as the standard SAE message is not defined. This lamp will remain hard-wired to the
CPC2+ controller.

3.5.3 ELECTRONIC TRANSMISSION REQUIREMENTS

The requirements in this section pertain to applications in which transmission output shaft speed
broadcast on J1939 (SPN 191 PGN 61442 (ETC1 Bytes 2-3) is used to calculate vehicle speed in
order to be considered compatible with Detroit Diesel engines.

3.5.3.1 J1939 Message Support

Transmissions supporting transmission output shaft speed via J1939 must comply with SAE
J1939 requirements including support of both error and Not Available status.

All information subject to change without notice. (Rev. ) 3-89


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3.6 WIRES AND WIRING


Detroit Diesel Corporation recommends color coding and hot stamping wire numbers in
contrasting colors at intervals of four inches or less.

3.6.1 GENERAL REQUIREMENTS

NOTE:
Avoid renumbering DDC circuits since all troubleshooting guides reference the circuit
numbers shown in the schematic. DDC suggests including a prefix or suffix with the
DDC circuit numbers when conflicts exist.

3.6.2 GENERAL WIRE

All wires used in conjunction with DDEC10 must meet the following criteria:

NOTICE:
DDC does not recommend using any type of terminal lubricant
or grease compounds. These products may cause dirt or other
harmful substances to be retained in the connector. DDC has not
tested these products and cannot stand behind their use.

NOTICE:
Insulation must be free of nicks.

Criteria: Wires

Tape, conduit, loom or a combination thereof must be used to protect the wires.
Refer to sections 3.7 and 3.8.
All wires must be annealed copper wire (not aluminum).
All wires must comply with SAE J1128.
All wires must be insulated with cross-link polyethylene (XLPE) such as GXL,
or any self-extinguishing insulation having a minimum rating of -40°C (-40°F)
to 125°C (257°F).

3.6.3 CRIMP TOOLS

The part numbers for the crimp tools for working with the MCM2 and CPC2+ connectors are
listed in Table 3-107.

All information subject to change without notice. (Rev. ) 3-91


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Description Part Number


Extraction Tool 726503–1
Hand Crimp Tool 169400–0
Crimp Dies for 0.5 mm – 1.0 mm Terminals 734262–0
Crimp Dies for 1.0 mm – 2.5 mm Terminals 169917–0

Table 3-107 Crimp Tools

3.6.4 DEUTSCH TERMINAL INSTALLATION AND REMOVAL

The method of terminal installation and removal varies. The following sections cover Deutsch
terminal installation and removal.

3.6.4.1 Deutsch Terminal Installation Guidelines

Deutsch connectors have cable seals molded into the connector. These connectors are push-to-seat
connectors with cylindrical terminals. The diagnostic connector terminals are gold plated for
clarity.

NOTICE:
Improper selection and use of crimp tools have varying adverse
effects on crimp geometry and effectiveness. Proper installation
of terminals require specialized tools. Do not attempt to use
alternative tools.

The crimp tool to use in Deutsch terminal installation is J–34182 (Kent-Moore part number).

NOTICE:
Terminal crimps must be made with the Deutsch crimp tool P/N:
HDT-48-00 to assure gas tight connections.

NOTICE:
If a separate seal is required, be sure to install the seal onto the
wire before stripping the insulation.

Use the following instructions for installing Deutsch terminals:


1. Strip approximately .25 inch (6 mm) of insulation from the cable.
2. Remove the lock clip, raise the wire gage selector, and rotate the knob to the number
matching the gage wire that is being used.
3. Lower the selector and insert the lock clip.
4. Position the contact so that the crimp barrel is 1/32 of an inch above the four indenters.
See Figure 3-22. Crimp the cable.

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Figure 3-22 Setting Wire Gage Selector and Positioning the Contact

5. Grasp the contact approximately one inch behind the contact crimp barrel. Hold the
connector with the rear grommet facing you. See Figure 3-23.

Figure 3-23 Pushing Contact Into Grommet

6. Push the contact into the grommet until a positive stop is felt. See Figure 3-23. A slight
tug will confirm that it is properly locked into place. See Figure 3-24.

All information subject to change without notice. (Rev. ) 3-93


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Figure 3-24 Locking Terminal Into Connector

3.6.4.2 Deutsch Terminal Removal

The appropriate size removal tool should be used when removing cables from connectors. The
proper removal tools are listed in Table 3-108.

Tool Kent-Moore Part Number


Removing (12 AWG) J–37451
Removing (16-18 AWG) DE4-0411-204-1605

Table 3-108 Removal Tools for Deutsch Terminals

Remove Deutsch terminals as follows:


1. With the rear insert toward you, snap the appropriate size remover tool over the cable of
contact to be removed. See Figure 3-25.

Figure 3-25 Removal Tool Position

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2. Slide the tool along the cable into the insert cavity until it engages and resistance is felt.
Do not twist or insert tool at an angle. See Figure 3-26.

Figure 3-26 Removal Tool Insertion

3. Pull contact cable assembly out of the connector. Keep reverse tension on the cable and
forward tension on the tool.

3.6.5 SPLICING GUIDELINES

The following are guidelines which may be used for splices. The selection of crimpers and
splice connectors is optional. Select a high quality crimper equivalent to the Kent-Moore tool,
J–38706, and commercially available splice clips.
The recommended technique for splicing and repairing circuits (other than power and ignition
circuits) is a clipped and soldered splice. Alternatively, any method that produces a high quality,
tight (mechanically and electronically sound) splice with durable insulation is considered to
be acceptable.

3.6.5.1 Clipped and Soldered Splicing Method

The tools required are listed in Table 3-109.

Tool Part Number


Heat Gun --
Sn 60 solder with rosin core flux --
Wire Stripper Kent-Moore J–35615 or equivalent
Splice Clips (commercially available) Wire size dependent
Heat Shrink Tubing Raychem HTAT or equivalent

Table 3-109 Recommended Splicing Tools

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Criteria: Splicing Straight Leads

No more than one strand in a 16 strand wire may be cut or missing.


Use Sn 60 solder with rosin core flux.
The exposed wire must be clean before the splice is soldered.

Soldering splice connectors is optional. To solder splice connectors:


1. Position the leads, so one overlaps the other. See Figure 3-27.

Figure 3-27 Positioning the Leads

2. Secure the leads with a commercially available clip and hand tool. See Figure 3-28.

Figure 3-28 Securing the Leads With a Clip

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3. Use a suitable electronic soldering iron to heat the wires. Apply the solder to the heated
wire and clip (not to the soldering iron) allowing sufficient solder flow into the splice joint.
4. Pull on wire to assure crimping and soldering integrity. The criteria listed in Table 3-110
must be met.

Wire Gage Must Withstand Applied Load


14 AWG 45 lb (200 N)
16 AWG 27 lb (120 N)
18 AWG 20 lb (90 N)

Table 3-110 Applied Load Criteria for Terminals

5. Loop the lead back over the spliced joint and tape. See Figure 3-29.

Figure 3-29 Recommended Strain Relief of Spliced Joint

3.6.5.2 Splicing and Repairing Straight Leads-Alternate Method 1

The tools required are listed in Table 3-111.

Tool Part Number


Heat Gun --
Wire Stripper Kent-Moore J–35615 or equivalent
Splice Clips (commercially available) Wire size dependent
Heat Shrink Tubing Raychem HTAT or equivalent
Terminal Crimper for Metri-Pack 280 (12 AWG) Kent-Moore J–38125-6
Terminal Crimper for Metri-Pack 280 (18 AWG) Kent-Moore J–39848
Terminal Crimper for Weather Pack Kent-Moore J–38852
Terminal Crimper for Deutsch Kent-Moore J–34182
Terminal Crimper for Metri-Pack 150 Kent-Moore J–35123

Table 3-111 Recommended Splicing Tools

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Criteria: Splicing Straight Leads

No more than one strand in a 16 strand wire may be cut or missing.

The recommended method to splice straight leads follows:


1. Locate broken wire.
2. Remove insulation as required; be sure exposed wire is clean and not corroded.
3. Insert one wire into the splice clip until it butts against the clip. Stop and crimp (see
Figure 3-30, A).
4. Insert the other wire into the splice clip until it butts against the clip stop (see Figure
3-30, B).

NOTICE:
Any terminal that is cracked or ruptured is unacceptable as
malfunctions may occur.

5. Visually inspect the splice clip for cracks, rupture, or other crimping damage. Remove and
replace damaged clips before proceeding.
6. Pull on wire to ensure the splice integrity. The criteria listed in Table 3-112 must be met.

Wire Gage Must Withstand Applied Load


14 AWG 45 lb (200 N)
16 AWG 27 lb (120 N)
18 AWG 20 lb (90 N)

Table 3-112 Applied Load Criteria for Terminals

7. Shrink the splice clip insulative casing with a heat gun to seal the splice (see Figure
3-30, C).

NOTICE:
Splices may not be closer than 12 in. (.3 m) apart to avoid
degradation in circuit performance. Replace wire to avoid having
splices closer than 12 in. (.3 m) apart.

8. Loop the lead back over the spliced joint and tape. See Figure 3-29.

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Figure 3-30 Splicing Straight Leads - Alternate Method 1

3.6.5.3 Splicing and Repairing Straight Leads - Alternate Method 2

This method is not allowed or recommended for power or ignition circuits. The tools required
are listed in Table 3-113.

All information subject to change without notice. (Rev. ) 3-99


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Tool Part Number


Heat Gun --
Wire Stripper Kent-Moore J–35615 or equivalent
Splice Clips (commercially available) Wire size dependent
Heat Shrink Tubing Raychem HTAT or equivalent
Terminal Crimper for Metri-Pack 280 (12 AWG) Kent-Moore J–38125-6
Terminal Crimper for Metri-Pack 280 (18 AWG) Kent-Moore J–39848
Terminal Crimper for Weather Pack Kent-Moore J–38852
Terminal Crimper for Deutsch Kent-Moore J–34182
Terminal Crimper for Metri-Pack 150 Kent-Moore J–35123

Table 3-113 Recommended Splicing Tools

Criteria: Splicing Straight Leads

No more than one strand in a 16 strand wire may be cut or missing.

An acceptable option for splicing straight leads is:


1. Locate broken wire.
2. Remove insulation as required; be sure exposed wire is clean and not corroded.
3. Slide a sleeve of glue lined, shrink tubing (Raychem HTAT or equivalent) long enough to
cover the splice clip on the wire and overlap the wire insulation, about .25 in. (6 mm) on
both sides (see Figure 3-31, A).
4. Insert one wire into splice clip until it butts against the splice clip. Stop and crimp (see
Figure 3-31, B).
5. Insert the remaining wires into the splice clip one at a time until each butts against the
splice clip; stop and crimp (see Figure 3-31, B).

NOTICE:
Any terminal that is cracked or ruptured is unacceptable as
malfunctions may occur.

6. Visually inspect the terminal for cracks, rupture, or other crimping damage. Remove and
replace damaged terminal before proceeding.
7. Slide the shrink tubing over the crimped splice clip (see Figure 3-31, C).
8. Shrink tubing with a heat gun to seal the splice (see Figure 3-31, D).

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NOTICE:
A minimum of two layers of heat shrink tubing must be applied to
splices that have more than one lead in or out.

9. Loop the lead back over the spliced joint and tape. See Figure 3-29.

Figure 3-31 Splicing Straight Leads - Alternate Method 2

3.6.5.4 Shrink Wrap

Shrink wrap is required when splicing non insulated connections. Raychem HTAT or any
equivalent heat shrink dual wall epoxy encapsulating adhesive polyolefin is required. Shrink wrap
must extend at least .25 in. (6 mm) over wire insulation past splice in both directions.

All information subject to change without notice. (Rev. ) 3-101


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Alpha Wire Corporation Tyco Electronics Corporation


711 Lidgerwood Ave Raychem Cable Identification and Protection
P.O. Box 711 300 Constitution Drive
Elizabeth, New Jersey 07207-0711 Menlo Park, CA 94025
1-800-52ALPHA Phone: 1–650–361–3333
www.alphawire.com www.raychem.com

To heat shrink wrap a splice:

NOTICE:
The heat shrink wrap must overlap the wire insulation about .25
in. (6 mm) on both sides of the splice.

1. Select the correct diameter to allow a tight wrap when heated.


2. Heat the shrink wrap with a heat gun; do not concentrate the heat in one location, but
apply the heat over the entire length of shrink wrap until the joint is complete.
3. Repeat step 2 to apply a second layer of protection (if required by splicing guidelines).

3.6.5.5 Staggering Wire Splices

Position spliced wires properly as follows:

NOTICE:
You must stagger positions to prevent a large bulge in the harness
and to prevent the wires from chafing against each other.

1. Stagger the position of each splice (see Figure 3-32) so there is at least a 2.5 in. (65
mm) separation between splices.

Figure 3-32 The Correct and Incorrect Method of Staggering Multiple Splices

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NOTICE:
A minimum of two layers of heat shrink tubing extending .25 in. (6
mm) past the splice must be used to complete the splice.

2. Heat shrink a minimum of two layers of heat shrink tubing.


3. Tape the spliced wires to each other. Refer to section 3.7.

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3.7 CONDUIT AND LOOM


Conduit must be used to protect the harness cable and cable splices.

NOTICE:
The conduit must not cover any connectors, switches, relays,
fuses, or sensors.

The following guidelines should be used when designing a harness:

NOTICE:
Wires should be sized and cut to near equal length prior to
installing conduit.

□ The distance between the back of the connector or other listed devices to the end of the
conduit should not exceed:
□ 1.0 in. (25 mm) for a single connector/device
□ 3 in. (75 mm) for multiple connectors/devices
□ All cable breakouts and conduit ends must be secured in place with conduit outlet rings or
tape.

Criteria: Conduit and Loom

Due to the wide variety of operating conditions and environments, it is the responsibility
of the OEM to select a conduit that will survive the conditions of the specific
applications. Flame retardant convoluted polypropylene conduit or equivalent may be
used for most installations. Heat retardant nylon conduit or oil, water, acid, fire, and
abrasion resistant non-metallic loom conforming to SAE J562A* is also acceptable. The
diameter of conduit should be selected based on the number of wires being protected.

* If non-metallic loom is used, secure the ends with tightly wrapped nylon straps to prevent
unraveling.
Conduit should cover the wires without binding and without being excessively large.

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3.8 TAPE AND TAPING


Tape must be used when conduit is utilized. Be sure to follow the tape manufacturers' guidelines.
The harness manufacturer may use tape under the harness covering (conduit or loom) to facilitate
harness building. Tape must be tightly wrapped at all conduit interconnections with a minimum of
two layers (refer to section 3.7). Be sure to firmly secure the start and finish ends of tape.

Criteria: Tape

NOTICE:
Black vinyl electrical tape should not be used in applications
where the temperature exceeds 176°F (80°C).

In applications where the temperature doesn't exceed 176°F (80°C), black vinyl
electrical tape that is flame retardant and weather resistant may be used.
In applications where temperature exceeds 176°F (80°C), vinyl electrical tape should
not be used. For these applications, adhesive cloth backed, flame retardant polyethylene
or fiber glass tape (Delphi #PM-2203, Polikan #165 or equivalent) is recommended.

Criteria: Taping

The tape must extend a minimum of 1 in. (25 mm) past the conduit.
The tape must be crossed over butted conduit ends.
The tape must be extended a minimum of 1 in. (25 mm) in each direction at all branches.

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3.9 SENSORS AND ACTUATORS


DDEC 10 is designed to operate with several types of sensors as listed in Table 3-114.

Sensor Type Description


Used to monitor the crankshaft position, engine speed, turbo
Variable Reluctance/Magnetic Pick-up
speed, and vehicle speed.
Thermistor Used to monitor temperatures.
Variable Capacitance Used to monitor manifold, and oil gallery pressures.
Variable Resistance (Potentiometer) Used to sense throttle position.
Switch Used to signal coolant level.

Table 3-114 Sensor Types

The sensors integrated into the Engine Harness are factory-installed (refer to section 3.9.1). The
sensors integrated into the Vehicle Interface Harness are installed by the OEM (refer to section
3.9.4).

3.9.1 FACTORY-INSTALLED SENSORS

The sensors integrated into the factory-installed Engine Harness are listed in Table 3-115.

Sensor Function
Camshaft Position Sensor (CMP Sensor) Indicates a specific cylinder in the firing order.
Crankshaft Position Sensor Senses crankshaft position and engine speed for functions such
(CKP Sensor) as fuel control strategy.
Engine Coolant Temperature Sensor Senses coolant temperature for functions such as engine
(ECT Sensor) protection, fan control and engine fueling.
Senses EGR exhaust temperature after EGR cooler. Used for
EGR Temperature Sensor
EGR system diagnosis.
Engine Oil Pressure Sensor
Senses gallery oil pressure for functions such as engine protection.
(EOP Sensor)
Engine Oil Temperature Sensor Senses oil temperature for functions such as reducing variation
(EOT Sensor) in fuel injection and fan control.
Exhaust Pressure Sensor (before turbo) Monitors exhaust pressure for EGR and boost control.
Fan Speed Sensor Monitors fan speed.
Intake Manifold Pressure Sensor Senses turbo boost for functions such as smoke control and engine
(IMP Sensor) protection.
Intake Manifold Temperature Sensor
Senses boost temperature
(IMT Sensor)
Supply Fuel Temperature Sensor
Senses fuel temperature for functions such as engine fueling.
(SFT Sensor)
Turbo Compressor Temperature
Senses turbo out air temperature.
Out Sensor
Detects water in the fuel filter that alerts the owner/driver that the
Water-in-Fuel Sensor
fuel filter needs to be dried out.
Water Pump Speed Sensor Monitors water pump speed.

Table 3-115 Function of Factory-installed Sensors

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3.9.2 AFTERTREATMENT AND SCR SENSORS

These systems come with the sensors listed in Table 3-116 installed.

Sensor Function
Senses system air pressure to maintain 3 Bar > DEF
Air Pressure Sensor pressure for proper dosing. Sensor is also used for air
pressure system leak testing.
Used for regen calculation. The catalyzed DPF function is to
convert HC and CO emissions during active regeneration as
DOC Inlet Pressure Sensor
well as to convert NO to NO2 to support the NOx conversion
in the SCR.
Used for regen calculation. The catalyzed DPF function is to
convert HC and CO emissions during active regeneration as
DPF Outlet Pressure Sensor
well as to convert NO to NO2 to support the NOx conversion
in the SCR.
Temperature measured at the outlet of the after-treatment
system that is installed within the exhaust system of
DPF Outlet Temperature Sensor
the vehicle. It's located after the DPF that is within the
after-treatment unit.
Monitors exhaust temperature coming into the DOC. Used for
DOC Inlet Temperature regen calculation and to support soot oxidation and convert
HC injected during active regeneration.
Temperature measured between the DOC and the DPF in
DOC Outlet Temperature the after-treatment assembly located in the exhaust system
of the vehicle.
Monitors exhaust temperature exiting out of the DOC. Used
DOC Outlet Temperature Inboard for regen calculation and to support soot oxidation and
convert HC injected during active regeneration.
Monitors secondary exhaust flow temperature exiting out
DOC Outlet Temperature
of the DOC. Used for regen calculation and to support soot
Outboard
oxidation and convert HC injected during active regeneration.
SCR Inlet Temperature Used for NOx calculation
SCR Outlet Temperature Used for NOx calculation
DPF Outlet / Upstream NOx Measures the NOx concentration, air/fuel ration and
(Engine_Out) equilibrium oxygen partial pressure in the exhaust gas.
Measures the NOx concentration, air/fuel ration and
Downstream NOx (SCR-Out)
equilibrium oxygen partial pressure in the exhaust gas.
Provides a Metering Unit pressure signal so the DEF is kept
DEF Pressure Sensor
in a required pressure range.
Proper DEF flow is a function of the temperature sensor input
DEF Temperature Sensor
and balanced operation of the electronic controls.

Table 3-116 Function of Aftertreatment Sensors

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3.9.3 ACTUATORS FOR THE SCR SYSTEM

Actuator Description
Master control solenoid allows vehicle compressed air supply to
Air Pressure Limiting Solenoid Valve activate DEF control. The ACM2 controlled solenoid facilitates
DEF dosing or system purging to prevent freezing.
Operates as a pressure regulator. Air pressure is regulated
Pressure Limiting Valve to approximately 5.5 Bar through the valve for proper system
operation.
Operates as a system check valve. When a calibrated minimum
Overflow Valve air pressure is reached the valve opens allowing pressure to the
downstream devices.
Supplies air to dosing valve to atomize DEF for dosing. Air
Air Control Unit Set (12V)
pressure purges system to prevent freezing.
Provides control flow for DEF dosing for SCR function. Atomizes
Metering Unit (12V)
DEF for SCR injection.
Provides a filtered DEF flow and stores a small DEF volume to
Supply Unit (12V) maintain pressure. A permanent magnet brush motor is used to
pump DEF.
Provides engine coolant upon command to flow through the
Coolant Water Valve*
supply unit and DEF tank to prevent freezing.
Prevents freezing by providing heat for air pressure upon
Metering Unit Diffuser Heater
command, for DEF atomizing and SCR function.
Aux Heater Prevents freezing of DEF between the dosing valve and nozzle
DEF Injector Injects DEF mixture into SCR
* OEM Responsibility

Table 3-117 Actuators

3.9.4 OEM-INSTALLED SENSORS

All sensors must be of the proper type and continuously monitor vehicular and environmental
conditions, so DDEC10 can react to changing situations.
The OEM is responsible for installing the sensors listed in Table 3-118.

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Sensor Part Number Function


Senses ambient air temperature specifically for the Ambient
Ambient Air Temperature Sensor
23518328 Air Temperature Override Disable feature or for OI. This
(AAT Sensor)
sensor is optional.Refer to section 3.9.5.
23526906
Engine Coolant Level Sensor Senses coolant level for engine protection. Refer to section
23526905
(ECL Sensor) 3.9.6.
23526907
Senses vehicle speed for Cruise Control and Vehicle Speed
Vehicle Speed Sensor (VSS) --
Limiting. Refer to section 3.9.7.
* Available in some applications

Table 3-118 Function and Guidelines for OEM-installed Sensors

NOTE:
The OEM harness must be securely fastened every six (6) in. It is required that the
harness be fastened within six (6) in of the sensor.

3.9.5 AMBIENT AIR TEMPERATURE SENSOR

The AAT Sensor is a thermistor type sensor with a variable resistance that produces an analog
signal between 0 and 5 V, representing the temperature of the ambient air. The AAT Sensor
(see Figure 3-33) is used with the Idle Shutdown Timer, specifically for the Ambient Air
Temperature Override Disable and Optimized Idle features. For additional information on these
features, refer to Chapter 5.

NOTE:
This sensor is only required for optional Optimized Idle and Engine Shutdown features.

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Figure 3-33 Ambient Air Temperatures Sensor Dimensions

3.9.5.1 Ambient Air Temperature Sensor Installation

Install the AAT Sensor where ambient air temperature can be read. A protected location on the
frame rails where it will not be splattered with dirt and grime and is removed from any heat
source such as exhaust is preferred.
The parameter for the AAT Sensor are listed in Table 3-119.

Parameter Group Parameter Options Default Access


0 – Not Available
1 – Hardwired
Ambient Air Temp
31 2 – Temp from J1939 0 – Not Available VEPS, DRS
Sensor Enable
4 – Temperature
from ECAN

Table 3-119 Ambient Air Temperature Sensor Parameters

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3.9.6 ENGINE COOLANT LEVEL SENSOR

The ECL Sensor provides an input to the engine protection system and warn the operator if a
low coolant level has been reached.
The main component of the ECL Sensor consists of a conductivity probe, which connects to the
CPC2+ (see Figure 3-34).

NOTICE:
The probe has an operational temperature range of -40 to 257°F
(-40 to 125°C). Exposure to temperatures beyond this range
may result in unacceptable component life, or degraded sensor
accuracy.

Figure 3-34 Engine Coolant Level Sensor Specifications


The connector listed in Table 3-120 is a Metri-Pack 280 series push-to-seat connector.

Coolant Level Sensor Connector


Connector P/N: 15300027
Terminal P/N: 12077411
Seal P/N: 12015323
Secondary Lock P/N: 15300014

Table 3-120 Metri-Pack 280 Connectors and Part Numbers

The OEM must connect the ECL Sensor probe as shown in the next illustration (see Figure 3-35).
Polarity of the ground and signal must be correct for proper operation.

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Figure 3-35 Engine Coolant Level Sensor Installation for CPC2+

The probe should be located in either the radiator top tank or a remote mounted surge tank. It
should be mounted horizontally in the center of the tank and must be in a position to signal low
coolant before aeration occurs. Typically, this is a height representing 98% of the drawdown
quantity. The probe should be located so that it is not splashed by deaeration line, stand pipe or
coolant return line flows. The insulated portion of the probe should be inserted into the coolant
1/2 in or more past the inside wall of the tank. See Figure 3-36.

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Figure 3-36 Engine Coolant Level Sensor Location - Top of Radiator Tank
Determine proper location for low coolant level sensor while running the drawdown test. It must
actuate a warning before the satisfactory drawdown level is reached.
The ECL Sensor components are OEM supplied hardware and can be purchased as kits or
individual components, depending on OEM requirements.
The following kits listed in Table 3-121 and Table 3-122 provide all the necessary hardware for
proper installation of the ECL Sensor. Kits are available through the DDC parts distribution
network.

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Component Part Number


ECL Sensor 23520380
Metri-Pack Connector Kit 15300027
Metri-Pack Terminals 12077411
Secondary Lock 15300014
Wire Seal 12015323
Terminal 12103881

Table 3-121 ECL Sensor Installation Kit 1/4 in. NPTF P/N: 23515397

Component Part Number


ECL Sensor 23520381
Metri-Pack Connector Kit 15300027
Metri-Pack Terminals 12077411
Secondary Lock 15300014
Wire Seal 12015323
Terminal 12103881

Table 3-122 ECL Sensor Installation Kit 3/8 in. NPTF P/N: 23515398

The sensor must be enabled with VEPS or the DRS as listed in Table 3-123.

Parameter
Parameter Options Default
Group
0 = Disabled
1 = Dual Level Probe Sensor (IMO), fixed threshold*
Cool Level Sensor 2 = Single Level Probe Sensor, temp dependent
13 2
Input Enable 3 = Dual Level Float Sensor (FTL), fixed
threshold/FTL Gentec
4 = Single Level Probe Sensor, fixed threshold
* Not supported in NAFTA

Table 3-123 Enabling the Engine Coolant Level Sensor

3.9.7 VEHICLE SPEED SENSOR

The CPC2+ can calculate vehicle speed providing that it is properly programmed and interfaced
with a Vehicle Speed Sensor (VSS) that meets requirements. The VSS (see Figure 3-37) provides
a vehicle speed signal for use in Cruise Control and Vehicle Speed Limiting. The VSS signal
type can be changed.

NOTE:
DDC does not approve of the use of signal generator sensors.

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Figure 3-37 Vehicle Speed Sensor

To obtain accurate vehicle mileage, the parameters listed in Table 3-124 must be programmed
with VEPS, DRS, or DDDL 7.0.

Parameter
Parameter Range Default
Group
0 = No Sensor
1 = C3 Sensor
2 = Square Wave (Hall Sensor)
3 = J1939 (ETC1)
8 Vehicle Speed Sensor 4 = Magnetic Pickup 4 = Magnetic
5 = J1939 (TCO1)
6 = J1939 (CCVS Source 1)
7 = J1939 (CCVS Source 2)
8 = J1939 (CCVS Source 3)
8 Axle Ratio 1 – 20.0 5.29
8 Number of Output Shaft Teeth 0 – 250 16
8 Tire Revs per Unit Distance 160 – 1599 312
8 Top Gear Ratio 0.1 – 2.55 1
8 Second Highest Gear Ratio 0.1 – 5.75 2.54
8 Two Spd Axle Second Axle Ratio 1 – 20.0 5.29
0 = Disable
8 Anti Tamper 1 = Enable VSS Anti Tamper Function via ABS 0 = Disable
2 = Enable Anti Tamper Function via Gear Ratio
8 Gear Ratio Tolerance 0 — 60 2

Table 3-124 Vehicle Speed Sensor Parameters

3.9.7.1 Magnetic Pickup

The magnetic pickup requirements are listed in Table 3-125. Magnetic Pickup size is determined
by installation requirements.

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Parameters Range
Frequency Range 0 - 10 kHz
Low Threshold Voltage >1.8 Volts Peak to Peak

Table 3-125 Magnetic Pickup Vehicle Speed Sensor Requirements

The Vehicle Speed Sensor is wired to the 21–pin #3 connector of the CPC2+ as listed in Table
3-126.

CPC2+ Connector/Pin Function


3/13 VSS (+)
3/14 VSS (-)

Table 3-126 Vehicle Speed Sensor Wiring

Magnetic Vehicle Speed Sensors can be obtained from the following sources:

Invensys Electro
Wabash Technologies AI-TEK® Instruments LLC
Corporation
1375 Swan Street 152 Knotter Drive 1845 57th Street
Huntington, Indiana
P.O. Box 748 Sarasota, Florida 34231
46750-0829
Tel: 260-356-8300 Chesire, Connecticut 06410 Tel: 1–800–446–5762
Tel: 800-643-0643
Fax: 941-355-3120
www.wabashtech.com www.aitekinstru-
www.electrocorp.com
ments.com/sensors

See Figure 3-38 for the installation of the Magnetic VSS.

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Figure 3-38 Magnetic Vehicle Speed Sensor Installation – CPC2+

3.9.7.2 SAE J1939 Data Link

A VSS wired to the CPC2+ is not required if the transmission output shaft speed message is being
transmitted over the SAE J1939 Data Link. To obtain accurate vehicle mileage, the parameters
listed in Table 3-127 must be programmed with VEPS.

NOTE:
Transmissions supporting transmission output shaft speed via J1939 must also support
both error and unavailable status to be considered compliant with Detroit Diesel engines.

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Parameter
Parameter Range Default
Group
0 = No Sensor
1 = C3 Sensor
2 = Square Wave (Hall Sensor)
3 = J1939 (ECT1)
8 Vehicle Speed Sensor 4 = Magnetic Pickup 4 = Magnetic
5 = J1939 (TCO1)
6 = J1939 (CCVS Source 1)
7 = J1939 (CCVS Source 2)
8 = J1939 (CCVS Source 3)
8 Axle Ratio 1 – 20.0 5.29
8 Tire Revs per Unit Distance 160 – 1599 312
8 Top Gear Ratio 0.1 – 2.55 1
8 Second Highest Gear Ratio 0 — 5.75 2.54
Two Spd Axle Second
8 1 – 20.0 5.29
Axle Ratio
0 = Disable
1 = Enable VSS ABS Anti Tampering
8 Anti Tamper Function 0 = Disable
2 = Enable VSS without ABS Anti
Tampering Function
8 Gear Ratio Tolerance 0 — 60 2

Table 3-127 Vehicle Speed Sensor Parameters for J1939 Option

3.9.7.3 VSS Anti-tamper

If the sensor appears to be working improperly, but the vehicle speed is not zero, VSS
Anti-Tamper will log a VSS fault.

All information subject to change without notice. (Rev. ) 3-121


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3.10 LAMPS
The instrument panel warning lamps, the Amber Warning Lamp (AWL) and the Red Stop
Lamp (RSL), are supplied by the OEM. The functionality of each lamp along with the wiring
requirements are covered separately in the following sections. Sixteen of the lamps can be
multiplexed:

DLCC1 Multiplexed
Parameter Name
Engine Amber Warning Lamp Command
Engine Red Stop Lamp Command
OBD Malfunction Indicator Lamp Command
Engine Brake Active Lamp Command
Compression Brake Enable Switch Indicator Lamp Command
Engine Oil Pressure Low Lamp Command
Engine Coolant Temperature High Lamp Command
Engine Coolant Level Low Lamp Command
Engine Idle Management Active Lamp Command
Engine Air Filter Restriction Lamp Command
DLCC1 Multiplexed
Parameter Name
Cruise Active Lamp
Diesel Exhaust Fluid (DEF) Low Lamp
DPF Regeneration Lamp
High Exhaust System Temperature Lamp
Low Battery Voltage Lamp
Water-in-Fuel Lamp

Table 3-128 DLCC1 and J1939 Multiplexed Lamps

The multiplexed lamp status is listed in Table 3-129 on the next page.

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Multiplexed Lamp
Lamp SPN Source Source Address
Output

Amber Warning Lamp


SPN 5078 CPC2+ 0x00
(AWL)

Red Stop Lamp (RSL) SPN 5079 CPC2+ 0x00

DPF Regeneration Lamp SPN 3697 CPC2+ 0x00

High Exhaust System


Temperature Lamp SPN 3698 CPC2+ 0x00
(HEST)

Malfunction Indicator
SPN 5080 CPC2+ 0x00
Lamp (MIL)

Water-in-Fuel Lamp
SPN 97 CPC2+ 0x00
(WIF Lamp)

Diesel Exhaust Fluid Low


SPN 5235 CPC2+ 0x00
Lamp (DEF Lamp)

Hardwired to CPC2+
Optimized Idle Lamp Not Supported —
at this time

Hardwired to CPC2+
Wait to Start Not Supported —
at this time

Table 3-129 2010 Multiplexed Lamp Status Support

3.10.1 AMBER WARNING LAMP (AWL)

The AWL is controlled by the ACM2, CPC2+, and the MCM2.


The AWL remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle
(a bulb check).
□ When an electronic system fault occurs (This indicates the problem
should be diagnosed as soon as possible).

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The AWL flashes:


□ During last 90 seconds before Idle Shutdown if programmed for override.
□ When Idle Shutdown occurs or the Optimized Idle system shutdown occurs.

3.10.1.1 AWL and PasSmart

AWL is active with PasSmart. When the Passing Speed Duration time expires, the Amber
Warning Lamp on the dashboard will begin to flash one minute prior to ramping the Vehicle Limit
Speed (VLS) back down to the normal VLS limit. The rampdown event always takes 5 seconds
regardless of the Passing Speed Increment programmed into the ECU. The rampdown alert
can be distinguished from an engine fault warning in that the AWL flashes for the former and
remains on constantly for the latter.
PasSmart still operates when there is an active engine fault. In this situation the Amber Warning
Lamp goes from constant illumination to flashing one minute before the VLS limit ramps down.
At the end of the passing event when PasSmart is deactivated, the Amber Warning Lamp will
return to constant illumination if the engine fault is still active.

3.10.1.2 Amber Warning Lamp Requirements and Guidelines

The following requirements and guidelines apply to the AWL:


□ The AWL is required.
□ A 12 volt light of less than 0.25 A (DC) is required depending on the ignition source.
□ The AWL must be integrated into the instrument panel or placed in clear view of the
equipment operator.
□ The lens color must be amber.
□ The words CHECK ENGINE must appear on or near the AWL lamp.
□ The AWL is connected to pin 2/10 in the CPC2+.
□ This lamp can be multiplexed on J1939.

3.10.1.3 Programming Requirements & Flexibility

The options for this digital output are listed in Table 3-130.

Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
1 = Check engine
2 10 DO 1 = Check engine
35 — lamp (yellow) VEPS or DRS
Selection lamp (yellow)
enabled
enabled

Table 3-130 AWL Programming Options

All information subject to change without notice. (Rev. ) 3-125


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3.10.2 CRUISE ACTIVE LAMP

The Cruise Active Lamp is controlled by the CPC2+.


The Cruise Active Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle
(a bulb check).
□ When Cruise Control is active.

3.10.2.1 Cruise Active Lamp Requirements and Guidelines

The following requirements and guidelines apply to the Cruise Active Lamp:
□ The Cruise Active Lamp is optional.
□ A 12 volt light of less than 0.25 A (DC) is required depending on the ignition source.
Digital output circuits are designed to sink no more than 0.25 A (DC) current.
□ The Cruise Active Lamp must be integrated into the instrument panel or placed in clear
view of the vehicle operator.
□ This output is wired to pin 3/12 of the CPC2+.

3.10.2.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 3-131.

Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
1 = Oil Level Lamp*
4 = 2 = AGS2 Check Transmission Indication
3 12 DO 0 = VEPS or
35 Cruise/PTO Lamp
Selection Disabled DRS
Active Lamp 3 = Oil Pressure Low Lamp
4 = Cruise/PTO Active Lamp
5 = FUSO Retarder Control 2*
3 12
0 = Disabled 0 = VEPS or
35 DO Fault –
1 = Enabled Disabled DRS
Detection
* Not supported in NAFTA

Table 3-131 Cruise Active Lamp Programming Options

3.10.3 DECELERATION LAMP

The Deceleration Lamp is controlled by the CPC2+.


The Deceleration Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle (a bulb check).
□ When percent throttle is zero and Cruise Control is inactive..

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3.10.3.1 Deceleration Lamp Requirements and Guidelines

The following requirements and guidelines apply to the Deceleration Lamp:


□ The Deceleration Lamp is optional.
□ A 12 volt light of less than 0.25 A (DC) is required depending on the ignition source.
Digital output circuits are designed to sink no more than 0.25 A (DC) current.
□ The Deceleration Lamp must be integrated into the instrument panel or placed in clear
view of the vehicle operator.
□ This output is wired to pin 3/09 of the CPC2+.

3.10.3.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 3-132.

Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
1 = Accelerator Pedal Idle Position*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
5 = Coolant Temp*
11 = De- 6 = Pedal Torque*
4 09 DO 0 = VEPS or
35 celeration 7 = Boost Temp*
Selection Disabled DRS
Lamp 8 = Oil Pressure (MCM2 Threshold)*
9 = Coolant Temp (MCM2 Threshold)*
10 = OI Active Lamp
11 = Deceleration Lamp
12 = FUSO Ground Starter Lockout
Relay*
13 = WIF Lamp
4 09
0 = Disabled 0 = VEPS or
35 DO Fault –
1 = Enabled Disabled DRS
Detection
* Not supported in NAFTA

Table 3-132 Deceleration Lamp Programming Options

3.10.4 DIESEL EXHAUST FLUID (DEF) LOW LAMP

The Diesel Exhaust Fluid (DEF) Low Lamp is controlled by the CPC2+
and ACM2.
The DEF Low Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle
(a bulb check).
□ When the conditions listed in Table 3-133occur.

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DEF Tank Level Gauge/Lamp Combination System Reaction/Response

DEF Tank 7.5 - 12.5% Full


□ DEF Light & Level Solid
□ DTNA Dash Displays SPN/FMI

□ DEF Light & Level Flashing


□ AWL-Solid On
DEF Tank 2.5 - 7.5% Full □ 25% Derate
□ VEH. Speed Limit=55 mph
□ DTNA Dash Displays SPN/FMI

□ DEF Light & Level Flashing


□ AWL & MIL-Solid On
DEF Tank 0 - 2.5%
Full EMPTY □ 25% Derate
□ VEH. Speed Limit=55 mph
□ DTNA Dash Displays SPN/FMI

□ DEF Light & Level Flashing


DEF Tank 0 - 2.5% Full □ AWL, RSL, & MIL-Solid On
EMPTY & IGNORED □ 25% Derate
CRITERIA MET □ VEH. Speed Limit=5 mph
□ DTNA Dash Displays SPN/FMI

Table 3-133 DEF Gauge/Lamp Conditions

3-128 All information subject to change without notice. (Rev. )


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3.10.4.1 Diesel Exhaust Fluid Low Lamp Requirements and Guidelines

The following requirements and guidelines apply to the Diesel Exhaust Fluid Low Lamp:
□ The Diesel Exhaust Fluid Low Lamp is required.
□ A 12 volt light of less than 0.25 A (DC) is required depending on the ignition source.
Digital output circuits are designed to sink no more than 0.25 A (DC) current.
□ The Diesel Exhaust Fluid Low Lamp must be integrated into the instrument panel or placed
in clear view of the vehicle operator.
□ This output is wired to pin 3/10 of the CPC2+.
□ This lamp can be multiplexed on J1939.

3.10.4.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 3-134.

Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
3 10 DO 6 = DEF 6 = DEF VEPS or
35 1 = Air Filter Lamp
Selection Low Lamp Low Lamp DRS
6 = DEF Low Lamp

Table 3-134 Diesel Exhaust Fluid Low Lamp Programming Options

3.10.5 DPF REGENERATION LAMP

This lamp is controlled by the ACM2 and the CPC2+.


The DPF Regeneration Lamp remains ON when
□ Stationary regeneration is required.
□ At the start of every ignition cycle, the lamp turns ON for
approximately five (5) seconds (a bulb check).

The DPF Regeneration Lamp flashes when a stationary regeneration is required immediately. If
the lamp flashing is ignored, derate and/or shutdown could occur.

3.10.5.1 DPF Regeneration Lamp Requirements and Guidelines

The following requirements and guidelines apply to the DPF Regeneration Lamp:
□ The DPF Regeneration Lamp is required.
□ A 12 volt light of less than 0.25 A (DC) is required depending on the ignition source.
Digital output circuits are designed to sink no more than 0.25 A (DC) current.
□ The DPF Regeneration Lamp must be integrated into the instrument panel or placed in
clear view of the vehicle operator.

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□ The lens color must be amber.


□ This output is wired to pin 1/5 of the CPC2+.
□ This lamp can be multiplexed on J1939.
□ The DPF Regeneration symbol shown above is required.

3.10.5.2 Programming Requirements& Flexibility

The parameters for the DPF Regeneration Lamp are listed in Table 3-135.
Parameter
Parameter Options Default Access
Group
0 = Disabled
35 1 05 DO Selection 1 = Ground, Analog Accelerator Pedal 2 = DPF Lamp VEPS, DRS
2 = DPF Lamp

Table 3-135 DPF Regeneration Lamp Options

3.10.6 FUEL FILTER RESTRICTION LAMP

The fuel filter restriction lamp will be lit:


□ For a period during the lamp check when the ignition is turned on,
and is then normally off.
□ Whenever the MCM2 indicates over the PT-CAN link that the fuel
filter has been clogged.

3.10.6.1 Programming Requirements and Flexibility

The parameters for the Fuel Filter Restriction Lamp are listed in Table 3-136.
Parameter Parameter Setting Options Default Access
Group
35 3 12 DO 7 = Fuel Filter 0 = Disabled 0 = Disabled VEPS, DRS
Selection Restriction Lamp 1 = Oil Level
Lamp
2 = Not Used
3 = Oil Pressure
Low Lamp
4 = Cruise / PTO
Active Lamp
5 = Fuso
Retarder
6 = Battery
Voltage Low
Lamp
7 = Fuel Filter
Restriction Lamp

Table 3-136 Fuel Filter Restriction Lamp Options

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3.10.7 HIGH EXHAUST SYSTEM TEMPERATURE LAMP

The HEST Lamp is controlled by the ACM2, CPC2+, and the MCM2.
The HEST Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition
cycle (a bulb check).
□ When the vehicle speed is less than 5 mph and the DPF outlet
temperature is greater than 525°C.
When the engine elevates rpm for a parked regen but the exhaust
temperatures are relatively cool, the HEST lamp will flash once every
ten seconds.

3.10.7.1 High Exhaust System Temperature Lamp Requirements and


Guidelines

The following requirements and guidelines apply to the HEST Lamp:


□ The HEST Lamp is optional and must be supplied by the OEM.
□ A 12 volt light of less than 2.0 A (DC) is required depending on the ignition source. Digital
output circuits are designed to sink no more than 2.0 A (DC) current.
□ The HEST Lamp must be integrated into the instrument panel or placed in clear view of
the vehicle operator.
□ The lens color must be amber.
□ This output is wired to pin 4/7 of the CPC2+.
□ This lamp can be multiplexed on J1939.

3.10.7.2 Programming Requirement & Flexibility

The parameters for the High Exhaust System Temperature Lamp are listed in Table 3-137.
Parameter
Parameter Options Default Access
Group
0 = Disabled
1 = Accelerator Pedal Kick Down
2 = Actual Torque
3 = Road Speed
4 = Engine Speed
5 = Coolant Temperature 13 = High
4 07 DO 6 = Pedal Torque Exhaust System VEPS,
35
Selection 7 = Boost Temperature Temperature DRS
8 = Oil Pressure (MCM2 threshold) Lamp
9 = Coolant Temperature (MCM2 threshold)
10 = Vehicle Power Shutdown/ignition relay
11 = Optimized idle ACC Bus (ignition relay)
12 = Split Valve 1
13 = High Exhaust System Temperature Lamp

Table 3-137 High Exhaust System Temperature Lamp Options

All information subject to change without notice. (Rev. ) 3-131


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3.10.8 LOW BATTERY VOLTAGE LAMP

The Low Battery Voltage Lamp is controlled by the CPC2+.


The Low Battery Voltage Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle (a bulb check).
□ When a low battery voltage is detected.

3.10.8.1 Low Battery Voltage Lamp Requirements and Guidelines

The following requirements and guidelines apply to the Low Battery Voltage Lamp:
□ The Low Battery Voltage Lamp is optional.
□ A 12 volt light of less than 2.0 A (DC) is required depending on the ignition source. Digital
output circuits are designed to sink no more than 2.0 A (DC) current.
□ The Low Battery Voltage Lamp must be integrated into the instrument panel or placed in
clear view of the vehicle operator.
□ This output is wired to pin 3/12 of the CPC2+.

3.10.8.2 Programming Requirements& Flexibility

The options for this digital output are listed in Table 3-138.

Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
1 = oil level
2 = Not used
6 = Battery
3 12 DO 3 = Oil pressure low Lamp 0 = VEPS or
35 Voltage Low
Selection 4 = cruise / PTO active lamp Disabled DRS
Lamp
5 = FUSO retarder control 2
6=battery voltage low lamp
7=Fuel Filter Restriction Lamp

Table 3-138 Low Battery Voltage Lamp Programming Options

3.10.9 LOW COOLANT LEVEL LAMP

The Low Coolant Level Lamp is controlled by the CPC2+.


The Low Coolant Level Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle
(a bulb check).
□ When a low coolant level is detected.

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3.10.9.1 Low Coolant Level Lamp Requirements and Guidelines

The following requirements and guidelines apply to the Low Coolant Level Lamp:
□ The Low Coolant Level Lamp is optional.
□ A 12 volt light of less than 2.0 A (DC) is required depending on the ignition source. Digital
output circuits are designed to sink no more than 2.0 A (DC) current.
□ The Low Coolant Level Lamp must be integrated into the instrument panel or placed in
clear view of the vehicle operator.
□ This output is wired to pin 3/17 of the CPC2+.

3.10.9.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 3-139.

Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
1 = Enable starter lockout
2 = Enable kick down output
3 = Not used
9 = Coolant
3 17 DO 4 = optimized idle alarm 0 = VEPS or
35 Level Low
Selection 5 = Split valve Disabled DRS
Lamp
6= Split AGS2 run signal / starter lockout
7= engine brake disabled for overspeed
8= battery voltage low lamp
9= coolant level low lamp
* Not supported in NAFTA

Table 3-139 Low Coolant Level Lamp Programming Options

3.10.10 LOW OIL PRESSURE LAMP

The Low Oil Pressure Lamp is controlled by the CPC2+ and MCM2.
The Low Oil Pressure Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle
(a bulb check).
□ When a low oil pressure fault is detected.

3.10.10.1 Requirements and Guidelines

The following requirements and guidelines apply to the Low Oil Pressure Lamp:
□ The Low Oil Pressure Lamp is optional.
□ A 12 volt light of less than 0.25 A (DC) is required depending on the ignition source.
Digital output circuits are designed to sink no more than 0.25 A (DC) current.

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□ The Low Oil Pressure Lamp must be integrated into the instrument panel or placed in
clear view of the vehicle operator.
□ This output is wired to pin 3/12 of the CPC2+.

3.10.10.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 3-140.
Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
1 = Oil Level Lamp*
2 = Not used
3 = Oil
3 12 DO 3 = Oil Pressure Low Lamp 0 = VEPS or
35 Pressure
Selection 4 = Cruise/PTO Active Lamp Disabled DRS
Low Lamp
5 = FUSO Retarder Control 2*
6= Battery Voltage Low Lamp
7= Fuel Filter Restriction Lamp
3 12
0 = Disabled 0 = VEPS or
35 DO Fault –
1 = Enabled Disabled DRS
Detection
* Not supported in NAFTA

Table 3-140 Low Oil Pressure Lamp Programming Options

3.10.11 MALFUNCTION INDICATOR LAMP (MIL)

The Malfunction Indicator Lamp (MIL) is controlled by the ACM2, CPC2+,


and the MCM2.
The MIL remains ON:
□ For approximately fifteen (15) to twenty (20) seconds at the start of
every ignition cycle (a bulb check).
□ For any emission related fault, the light will go out when the fault
has been inactive for three consecutive drive cycles in which the
diagnostic was able to make a pass/fail determination.

3.10.11.1 Malfunction Indicator Lamp Requirements and Guidelines

The following requirements and guidelines apply to the MIL:


□ The MIL is required.
□ A 12 volt light of less than 0.25 A (DC) is required depending on the ignition source.
Digital output circuits are designed to sink no more than 0.25 A (DC) current.
□ The MIL must be integrated into the driver's side of the instrument panel.
□ The lens color must be amber.
□ The MIL must be of sufficient illumination and location to be readily visible under all
lighting conditions.

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□ This output is wired to pin 1/13 of the CPC2+.


□ This lamp can be multiplexed on J1939.
□ There shall be only one MIL used to indicate all faults detected on a single vehicle.

3.10.11.2 Multiplexed MIL

If an OEM device is controlling lamps, the device must be capable of detecting any circuit
continuity malfunctions. The OEM must broadcast circuit malfunction information (continuity
checks) on the powertrain J1939 data link per J1939–73 requirements.
A multiplexed MIL must default to ON if communication is lost between modules for any reason
or if the sending device indicates the data is unavailable or data is in error. If the CPC2+ controls
the lamp, the bulb must be of sufficient resistance to allow for detection of a circuit continuity
error.

3.10.12 OPTIMIZED IDLE ACTIVE LAMP

The Optimized Idle Active Lamp is controlled by the CPC2+ and


MCM2.
The Optimized Idle Active Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition
cycle (a bulb check).
□ When Optimized Idle is active.

3.10.12.1 Optimized Idle Active Lamp Requirements and Guidelines

The following requirements and guidelines apply to the Optimized Idle Active Lamp:
□ The Optimized Idle Active Lamp is optional.
□ A 12 volt light of less than 2.0 A (DC) is required depending on the ignition source. Digital
output circuits are designed to sink no more than 2.0 A (DC) current.
□ The Optimized Idle Active Lamp must be integrated into the instrument panel or placed in
clear view of the vehicle operator.
□ This output is wired to pin 4/09 of the CPC2+.

3.10.12.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 3-141.

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Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
1 = Accelerator Pedal Idle Position*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
5 = Coolant Temp*
4 09 DO 10 = OI 6 = Pedal Torque* 0 = VEPS or
35
Selection Active Lamp 7 = Boost Temp* Disabled DRS
8 = Oil Pressure (MCM2 Threshold)*
9 = Coolant Temp (MCM2 Threshold)*
10 = OI Active Lamp
11 = Deceleration Lamp
12 = Not Used
13 = WIF Lamp
4 09
0 = Disabled 0 = VEPS or
35 DO Fault –
1 = Enabled Disabled DRS
Detection
* Not supported in NAFTA

Table 3-141 Optimized Idle Active Lamp Programming Options

3.10.13 DEF PURGE-IN-PROCESS (PIP) LAMP

An indicator system is required on vehicles equipped with a negative battery disconnect switch.
The indicator lamp is controlled by the ACM and the Aftertreatment System (ATS). The
ATS controls the purge process. The disconnect switch can interrupt the ATS from purging, after
the ignition key is turned to OFF, if the disconnect switch is opened prior to purge completion.

The PIP lamp is controlled by the ACM and the Aftertreatment System (ATS).
The PIP indicator lamp mounted inside the switch remains ON:
□ When a purge cycle is in progress, so the operator doesn't interrupt the
Aftertreatment purge process. In an emergency, the system can and
should be interrupted.

3.10.13.1 Purge-in-Process Lamp Requirements and Guidelines

The following requirements and guidelines apply to the PIP:


□ A counter shall be maintained in memory to store the total number of successful and
unsuccessful or incomplete power-down/ingition OFF DEF system purge cycles. This
counter shall be readable via DDDL/DDRS or DDEC Reports.
□ The ACM2 provides an output signal that will drive an LED lamp. Pin 106 supplies
voltage to the lamp. Pin 14 supplies the PWM ground signal to control the lamp. The
lamp indicates if the power-down/ignition OFF DEF system purge is active. The output
signal shall only be generated if this feature is present on the vehicle as indicated by the
Purge-in-Process (PIP) lamp. This is selectable via VEPS.

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□ On EPA10 systems equipped with any negative batter disconnect switch (any battery
mounting location), the ACM must be set to operate with a normally open air valve.
This allows an air tank to discharge through the doser and perform a basic purge of the
doser after the disconnect switch is opened.
□ If this parameter is not set correctly, the ATS will not function and will require service to
repair the system and reprogram the parameter.
□ The requirement is for the indicator to be present ONLY on vehicles with a negative battery
disconnect switch equipped with the indicator.

3.10.13.2 Programming Requirements & Flexibility

The options for this output are listed in Table 3-142.


Parameter Group Parameter Options Default Access
ACM Purge- in- Process 0 = Off On VEPS
(PIP) Lamp 1 = On
ACM SCR Air Valve 0 = No Yes VEPS
Normally Open 1 = Yes

Table 3-142 Purge-in-Process Lamp Programming Options

3.10.14 RED STOP LAMP

The RSL is controlled by the CPC2+ and MCM2.


The RSL remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle
(a bulb check).
□ When a potential engine damaging fault is detected.

The RSL flashes when Engine Protection Shutdown occurs.

3.10.14.1 Red Stop Lamp Requirements and Guidelines

The following requirements and guidelines apply to the RSL:


□ The RSL is required.
□ A 12 volt light of less than 0.25 (DC) is required depending on the ignition source. Digital
output circuits are designed to sink no more than 0.25 (DC) current.
□ The RSL must be integrated into the instrument panel or placed in clear view of the
equipment operator.
□ The lens color must be red.
□ The words STOP ENGINE must appear on or near the RSL lamp.
□ The RSL is connected to pin 3/16 in the CPC2+.

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□ This lamp can be multiplexed on J1939.

3.10.14.2 Programming Requirements & Flexibility

The options for this output are listed in Table 3-143.

Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
3 16 DO 1 = Stop Engine
35 — 1 = Stop Engine VEPS
Selection Lamp (red)
Lamp (red)

Table 3-143 RSL Programming Options

3.10.15 WAIT-TO-START LAMP

The Wait-to-Start Lamp is controlled by DDEC10


The Wait-to-Start Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle
(a bulb check).
□ When the starter lockout system is active; the driver should not start
the engine when the light is on.

3.10.15.1 Wait-to-Start Lamp Requirements and Guidelines

The following requirements and guidelines apply to the Wait-to-Start Lamp:


□ The Wait-to-Start Lamp is required for all applications.
□ A 12 volt light of less than 0.25 A (DC) is required depending on the ignition source.
Digital output circuits are designed to sink no more than 0.25 A (DC) current.
□ The Wait-to-Start Lamp must be integrated into the instrument panel or placed in clear
view of the vehicle operator.
□ This output is wired to pin 4/06 of the CPC.

3.10.15.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 3-144

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Parameter
Parameter Setting Options Default Access
Group
0 = Disabled
1 = WTS Lamp
2 = Accelerator
4 06 DO
35 1 = WTS Lamp Pedal Idle 1 = WTS Lamp VEPS or DRS
Selection
Position*
3 = Run Signal
Starter Lockout
4 06 DO Fault 0 = Disabled
35 — 0 = Disabled VEPS or DRS
Detection 1 = Enabled

Table 3-144 Wait-to-Start Lamp Programming Options

3.10.16 WATER-IN-FUEL LAMP

The Water-in-Fuel (WIF) Lamp is controlled by the CPC2+ and the MCM2.
The Water-in-Fuel (WIF) Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle
(a bulb check).
□ When a powertrian CAN signal is received indicating the water
separator tank is full and requires draining.
Lamp status will also be broadcast over J1939 (SPN 97).

3.10.16.1 Water-in-Fuel Lamp Requirements and Guidelines

The following requirements and guidelines apply to the WIF Lamp:


□ This lamp is required.
□ The CPC2+ pin used is 3/9.
□ A 12 volt light of less than 0.25 A(DC) is required. This digital output is designed to sink
no more than 0.25 A(DC) current.
□ The WIF Lamp must be integrated into the instrument panel or placed in clear view of
the vehicle operator.

3.10.16.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 3-145

All information subject to change without notice. (Rev. ) 3-139


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Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
1 = Not Used
2 = Not Used
3 09 DO 6 = WIF 0 = VEPS,
35 3 = Engine Brake Active
Selection Lamp Disabled DRS
4 = Not Used
5 = FUSO Engine Brake Active Relay*
6 = WIF Lamp
* Not supported in NAFTA

Table 3-145 WIF Lamp Programming Options for DD15, DD13, and DD16 Engines

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4 INPUTS AND OUTPUTS

Section Page

4.1 INPUTS ................................................................................................... 4-3


4.2 SWITCH INPUTS RECEIVED OVER J1939 DATA LINK ....................... 4-21
4.3 DIGITAL OUTPUTS – CPC2+ ................................................................. 4-25
4.4 ACM2 INPUT SENSORS AND OUTPUT ACTUATORS ......................... 4-39

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INPUTS AND OUTPUTS

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4.1 INPUTS
The input functions and their associated pins are listed in Table 4-1.

Digital Input Functions CPC2+ Connector / Pin


A/C Status 2/12
Engine Brake Disable / Hood Tilt Switch 4/18
Clutch Released 4/8
Cruise Control Enable 1/14
DPF Inhibit Regeneration Switch 4/13
Engine Brake Low 2/14
Engine Brake Medium 2/15
Fan Control Override 2/13
Idle Validation 1 1/6
Idle Validation 2 1/3
Limiter 0 (LIM0) 1/11
Limiter 1 (LIM1) 2/11
Low Battery Voltage 3/12
DPF Regeneration Switch 4/17
Neutral Switch 4/16
Park Brake Interlock 1/2
Remote Throttle Select Switch 2/8
Remote PTO Switch 2/9
Resume/Accel Enable 1/16
Service Brake Switch 2/7
Set / Coast Enable 1/12
Stop Engine / Aux Shutdown #1 1/10
Throttle Inhibit 1/17
Stop Engine Override 1/15
2 Speed Axle / Trans Retarder Active 1/1
Low Coolant Level 3/11
Evobus retarder lever stage4 1/17
Evobus retarder lever stage5 2/13
Evobus retarder lever stage1 2/14
Evobus retarder lever stage2 2/15
Evobus retarder lever stage3 2/08
Enable transmission retarder input 4/13
Evobus retarder lever stage0 1/10

Table 4-1 DDEC10 Inputs

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INPUTS AND OUTPUTS

These inputs can be either a switch or an OEM interlock depending on the function.
The following sections contain a description of the available options.

4.1.1 AIR CONDITION STATUS

This digital input indicates that the air conditioner is inactive. When the digital input is open, then
the fan is turned on if configured (Air Condition Enable Auto Fan). There is a 10 second delay
when the digital input is grounded before returning to regular idle.
The AC Enable Switch or the AC High Pressure Switch can be used for this input.

4.1.1.1 Installation

The Air Conditioner Switch is wired to the CPC2+ on pin 2/12.

4.1.1.2 Programming Requirement & Flexibility

This digital input's parameters are listed in Table 4-2.

Parameter
Parameter Description Required Setting Default Access
Group
0 – Disabled
1 – Enabled
VEPS,
Adjusted Idle 2 – Enabled if Neutral
3 — 0 – Disabled DRS or
Configuration 3 – Enabled if Neutral and Park
DDDL 7.0
Brake
4 – Enabled if Park Brake
0 – Disabled or multiplexed (i.e.
Cascadia)
Mode of A/C Selects Mode 1 – A/C Active Closed 2 – A/C Active VEPS or
6
Status Input for A/C Switch 2 – A/C Active Open Open DRS
3 – LIM Active Closed
4 – LIM Active Open
Fast Idle speed
Fast Idle Spd VEPS or
6 used when A/C 500 – 3000 RPM 600 RPM
Air Cond Input DRS
is activated
Enables/dis-
Air Condition
ables the fan 0 – Disable VEPS or
19 Enable Auto 1 – Enable
when the A/C 1 – Enable DRS
Fan
is on

Table 4-2 Air Condition Status Programming Options

4.1.2 AUXILIARY SHUTDOWN #1

The auxiliary shutdown input (auxiliary shutdown #1) are used by other vehicle systems when it is
desirable to use the CPC's engine protection function. For example, the engine protection function
may be used to protect a transmission or pump against failure. When a vehicle system needs the
engine to shutdown, an input port configured as auxiliary shutdown is switched to sensor return.

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When “1 10 DI Selection” is set to 1 – Enable Aux Shutdown, an external stop request via pin
1/10 (grounded) will instantaneously stop the fueling and the engine will stop without a time
delay. The immediate shutdown request via pin 1/10 is handled the same way J1939 engine
stop requests are handled.

4.1.2.1 Installation

The Aux Shutdown #1 Switch is wired to the CPC on pin 1/10.

4.1.2.2 Programming Requirements & Flexibility

The options for the auxiliary shutdown #1 digital input are

Parameter
Parameter Setting Options Default Access
Group
1 — Enable Aux 0 – Disable
Shutdown 1 – Enable Aux
Shutdown
13 1 10 DI Selection 0 – Disable VEPS, DRS
2 – FUSO
Accelerator
Switch *
0 – External
Engine Stop
Immediate
Eng Prot
Shutdown
18 Ext Stop — 0– VEPS, DRS
1 – External
Behavior
Engine Stop
Delayed
Shutdown
* Not supported in NAFTA

Table 4-3 Aux Shutdown #1 Programming Options

4.1.3 CLUTCH SWITCH

This input indicates that the clutch is released and is used for suspending Cruise Control and Auto
Resume. When the clutch is released, the input is at battery ground. Cruise Control is suspended
if the clutch is pressed once if Auto Resume is enabled. If the clutch is released within three
seconds, Cruise Control is automatically resumed.
The digital input logic for the Clutch Switch disables Cruise Control in the unlikely event of a
broken clutch switch wire.
If the transmission type is set to a two pedal system, the engine will know that there is no clutch
on the vehicle and will ignore the clutch switch input.
The Clutch Switch is a normally closed switch. It is customer selectable and is normally disabled.

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INPUTS AND OUTPUTS

4.1.3.1 Installation

The Clutch Switch is wired to the CPC2+ on pin 4/8. Alternatively the Clutch switch may be
multiplexed on J1939. Refer to section 4.2, “Switch Inputs Received Over J1939 Data Link”
for additional information.

4.1.3.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-4.

Parameter Group Parameter Options Default Access


0 – Not Configured
1 – 1 Clutch Switch
2 – 2 Clutch Switch
13 Clutch Switch Config 3 – CCVS1 0 – Not Configured VEPS or DRS
4 – CCVS2
5 – CCVS3
6 – ETC1
0 – Disable
13 4 08 DI Selection 1 – 1 Clutch Switch 1 – 1 Clutch Switch VEPS or DRS
2 – PTO Request for AGS2

Table 4-4 Clutch Switch Programming Options

4.1.4 CRUISE CONTROL ON/OFF SWITCH

Cruise Control is enabled but not active when the Cruise Control Master switch digital input is
switched to battery ground.
The Cruise Control Master switch is a normally open switch.

4.1.4.1 Installation

The Cruise Control Master Switch is wired to the CPC2+ on pin 1/14. Alternatively, this input
may be multiplexed on J1939. Refer to section 4.2, “Switch Inputs Received Over J1939 Data
Link” for additional information on multiplexing this input.

4.1.4.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-5.

Parameter Group Parameter Options Default Access


0 – Hardwired
CC ON OFF Switch 1 – CCVS1
13 0 – Hardwired VEPS or DRS
Config 2 – CCVS2
3 – CCVS3

Table 4-5 Cruise Control On/Off Switch Programming Options

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4.1.5 CRUISE CONTROL RESUME/ACCEL SWITCH AND SET/COAST


SWITCH

RESUME – If Cruise Control has been disabled with the service brake or the clutch switch,
momentary contact to the ON position (switching to battery ground) restores the previously
set cruise speed.
ACCEL – When Cruise Control is active, the Resume/Accel input can be used to increase the
power and speed by toggling the switch. Momentarily toggling and releasing the Resume/Accel
switch will increase the set point by 1 m.p.h increments. Holding the Resume/Accel will increase
the set point. When released, the cruise control set point will be at the new speed.
The Resume/Accel Switch is a momentary normally open switch.
SET – Cruise Speed is set by momentarily contact the switch to the ON position (switching the
digital input to battery ground). Cruise Control will become active and maintain the vehicle
speed present at the time.
COAST– When Cruise Control is active, the Set/Coast input can be used to reduce power and
speed by toggling the switch. Momentarily toggling and releasing the Set/Coast switch will
decrease the set point by 1 m.p.h increments. Holding the Set/Coast will decrease the set point by
when released the Cruise Control set point will be at the new speed.
The Set/Coast Switch is a momentary normally open switch.
PAUSE SWITCH – In addition to these main controlling switches, Cruise Control may be
temporarily disabled by pressing the Pause Switch. Depending on configuration, the switch is
either hardware or evaluated from the J1939 CCVS message. When disabled through the Pause
Switch, Cruise Control can be resumed at the previous set point by toggling the Resume Switch.

4.1.5.1 Installation

The Resume/Accel Switch is wired to the CPC2+ on pin 1/16. The Set/Coast Switch is wired to
the CPC2+ on pin 1/12. Alternatively, either may be multiplexed on J1939. Refer to section
4.2, “Switch Inputs Received Over J1939 Data Link” for additional information on multiplexing
this input.

4.1.5.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-6.

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INPUTS AND OUTPUTS

Parameter Group Parameter Options Default Access


0 – Hardwired
1 – CCVS1
2 – CCVS2
3 – CCVS3
4 – CCVS1 or CCVS2
5 – CCVS2 or CCVS3
6 – CCVS1 or CCVS3
7 — CCVS1 or CCVS2
or CCVS3
CC Set Cst Res 8 – CCVS1 or hardwired
13 0 – Hardwired VEPS or DRS
Accel Sw Config 9 – CCVS2 or hardwired
10 – CCVS3 or hardwired
11 – CCVS1 or CCVS2
or hardwired
12 – CCVS2 or CCVS3
or hardwired
13 – CCVS1 or CCVS3
or hardwired
14 – CCVS1 or CCVS2 or
CCVS3 or hardwired

Table 4-6 Cruise Control Resume/Accel Switch Programming Options

4.1.5.3 Diagnostics

If both the Cruise Control Set/Coast and Resume/Accel switches are grounded for more than a
programmed number of consecutive samples, a diagnostic fault is logged. All cruise control
switch functions will be disabled.

4.1.6 DPF REGENERATION INHIBIT SWITCH AND REGEN SWITCH

The Regen Switch is used by the operator to initiate a parked regeneration. This switch is
REQUIRED. The Regen switch is a momentary normally open switch. Refer to section 5.19
for additional information.
If “DPF J1939 Regen Sw Enable” parameter is enabled (1-Active), the CPC2+ will no longer
process the hardwired Regen Switch requests. The CPC2+ must receive regular periodic switch
status messages over J1939.
The DPF Regeneration Inhibit Switch is used to inhibit all DPF regenerations. This switch is
OPTIONAL. This is typically used in hazardous environment applications.
If “DPF J1939 Inhibit Sw Enable” parameter is enabled (1-active), the CPC2+ will no longer
process the hardwired Regen Inhibit switch requests. The CPC2+ must receive regular periodic
switch status messages over J1939.
A three position switch or two separate switches can be used. The operating state for both switch
implementations is listed in Table 4-7.

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Three Position Switch Truth Table Functionality


Input to Pin 4/13
Physical Switch Input to Pin 4/17
Position Type (DPF Regen Operating State
Position (DPF Regen Sw)
Inhibit Sw)
Parked Regen
Up Momentary Grounded (TRUE) Grounded (FALSE)
Request
Middle Maintain Open (FALSE) Grounded (FALSE) Automatic
Down Maintain Open (FALSE) Open (TRUE) Inhibit/Cancel
N/A N/A Grounded (TRUE) Open (TRUE) Inhibit/Cancel

NOTE: Above functionality will be realized in the vehicle with one switch (three positions) or with two
switches (one for the regen and one for the inhibit).

Table 4-7 Operating State for Both Switch Implementations

The operating state based on J1939 switch status is listed in Table 4-8.

SPN 3696 DPF Regen SPN 3695 DPF Inhibit Operating State

ACTIVE (01) NOT ACTIVE (00) Parked Regen Request


Automatic, No Parked Regen
NOT ACTIVE (00) NOT ACTIVE (00)
Request
NOT ACTIVE (00) ACTIVE (01) Inhibit/Cancel
ACTIVE (01) ACTIVE (01) Inhibit/Cancel

NOTE: Above functionality/truth table will be realized in the vehicle with one switch (three positions) or with
two switches (one for the regen and one for the inhibit).

Table 4-8 The Operating State Based on J1939 Switch Status

4.1.6.1 Installation

The DPF Regeneration Inhibit Switch is wired to pin 4/13 of the CPC2+ #4 connector.
The Regen Switch is wired to the CPC2+ #4 connector pin 4/17. It can be multiplexed.

4.1.6.2 Programming Requirements & Flexibility

The options for these digital inputs are listed in Table 4-9.

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INPUTS AND OUTPUTS

Parameter
Parameter Options Default Access
Group
0 = Disabled
1 = Enable ABS Input*
2 = Enable Transmission Retarder Input*
3 = Not Used
4 = Enable Tempo Set*
5 = Switchable Torque Demand* VEPS or
13 4 13 DI Selection 0 = Disabled
6 = Drive ON Super Structure* DRS
7 = Throttle Inhibit Super Structure*
8 = Split Select*
9 = FUSO Engine Brake Stage 2 Cancel
Switch*
10 = DPF Regeneration Inhibit Switch
DPF J1939 Inhibit 0 – Not Active VEPS or
46 0 = Not Active
Sw Enable 1 – Active DRS
0 = Disable
1 = 2 Clutch Switch* 2 = DPF
VEPS or
13 4 17 DI Selection 2 = DPF Regeneration Switch Regeneration
DRS
3 = FUSO Air Suspension Speed Limit Switch
Switch*
DPF J1939 Regen 0 – Not Active VEPS or
46 0 = Not Active
Sw Enable 1 – Active DRS
* Not supported in NAFTA

Table 4-9 Regen Switch and DPF Regeneration Inhibit Switch Programming
Options

4.1.7 DUAL-SPEED AXLE SWITCH

This input indicates that the dual-speed axle ratio has been switched when the input is grounded.
When the switch is open, the dual speed axle ratio is normal.
The Dual-speed Axle Switch is a normally open switch.

4.1.7.1 Installation

The Dual-speed Axle Switch is wired to the CPC2+ on pin 1/1. Alternatively, it may be
multiplexed on J1939. Refer to section 4.2, “Switch Inputs Received Over J1939 Data Link”
for additional information.

4.1.7.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-10.

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Parameter Group Parameter Options Default Access


0 – Hardwired
2nd Axle Speed 1 – CCVS1
13 0 – Hardwired VEPS or DRS
Switch Config 2 – CCVS2
3 – CCVS3
0 – Disable
1 – Enable Dual Speed Axle
2 – Enable Transmission
13 1 01 DI Selection Retarder Input 0 – Disable VEPS or DRS
3=Clutch switch
4=EvoBus Cruise Control
Lever Quit signal

Table 4-10 Dual-speed Axle Switch Programming Options

4.1.8 ENGINE BRAKE DISABLE

Engine Brake Disable is a digital input which is switched to battery ground whenever a vehicle
system such as a traction control device does not want engine braking to occur.
The CPC2+, which controls the Engine Brake directly, will not allow engine braking when the
input is switched to battery ground. DDEC10 supports the J1939 message to disable engine
brake (TSC1 command to source address 15).

4.1.8.1 Installation

The Engine Brake Disable Switch is wired to pin 4/18 on the CPC2+.

4.1.8.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-11.

Parameter Required
Parameter Options Default Access
Group Setting
0 — Disable
1 — Enable Engine Door Bus*
4 18 DI 5 — Engine 2 — Enable Engine Hood 0 — VEPS,
13
Selection Brake Disable 3 — AGS2 PTO Feedback Disable DRS
4 — RPM Freeze
5 — Engine Brake Disable
* Not supported in NAFTA

Table 4-11 Engine Brake Disable Programming Options

4.1.9 ENGINE BRAKE LOW & MEDIUM

The Engine Brake Low and Engine Brake Medium switches select the level of engine braking as
listed in Table 4-12.

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INPUTS AND OUTPUTS

Engine Brake Medium


Engine Brake Low Digital Input Engine Brake Status
Digital Input
OPEN OPEN OFF
GND OPEN LOW
OPEN GND MEDIUM
GND GND HIGH

Table 4-12 Level of Engine Braking

The Engine Brake Low and Engine Brake Medium switches are normally open switches.

4.1.9.1 Installation

The Engine Brake Low Switch is wired to the CPC2+ on pin 2/14 and Engine Brake Medium
Switch is wired to the CPC2+ on pin 2/15.

4.1.9.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-13.

Parameter Group Parameter Options Default Access


0 - Hardwired, 1 -Info
Engine Brake Switch
13 from J1939, 255 – Not 0 – Hardwired DRS, VEPS
Config
Configured
0=disable, 1=engine brake
1 - engine brake
13 2 14 DI Selection low, 2=Evobus retarder DRS, VEPS
low
lever stage1
0=disable, 1=engine brake
1 - engine brake
13 2 15 DI Selection high, 2=Evobus retarder DRS, VEPS
high
lever stage2

Table 4-13 Engine Brake Switch Programming Options

4.1.10 FAN OVERRIDE

This digital input is used to activate the fan when the input is switched to battery ground.
The fan override switch is a normally open switch.

4.1.10.1 Installation

The Fan Override Switch is wired to the CPC2+ on pin 2/13.

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Parameter Group Parameter Options Default Access


0=disable, 1=fan
override switch,
13 2 13 DI Selection 1 DRS, VEPS
2=Evobus retarder
lever stage5

Table 4-14 Fan Override Parameter

4.1.11 IDLE VALIDATION 1 & IDLE VALIDATION 2

The Idle Validation Switch consists of two contacts. Idle Validation 1 is normally closed and
indicates that the accelerator pedal is in the idle position when the input is grounded. Idle
Validation 2 is normally open and indicates that the accelerator pedal is not in the idle position
when it is grounded.

NOTE:
An Idle Validation Switch is required.

4.1.11.1 Installation

The Idle Validation 1 Switch is wired to the CPC2+ on pin 1/6. The Idle Validation 2 Switch
is wired to the CPC2+ on pin 1/3.

4.1.12 LIMITERS FOR TORQUE, ENGINE SPEED, AND VEHICLE SPEED

These inputs indicate that the engine is being limited to a torque, engine speed or vehicle speed.
These limiters are Limiter 0 (LIM0) and Limiter 1 (LIM1).

4.1.12.1 Installation

Limiter 0 is wired to the CPC2+ on pin 1/11, Limiter 1 on pin 2/11.

4.1.12.2 Programming Requirements & Flexibility

Refer to section 5.16, “Limiters,” for more information.

4.1.13 OPTIMIZED IDLE HOOD TILT SWITCH

The Hood Tilt Switch digital input indicates when the hood is opened or closed for Optimized
Idle operation.
The Hood Tilt Switch is a normally open switch and is required for Optimized Idle.

4.1.13.1 Installation

The Hood Tilt Switch is wired to the CPC2+ on pin 4/18.

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INPUTS AND OUTPUTS

4.1.13.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-15.

Parameter Required Ac-


Parameter Options Default
Group Setting cess
0 = Disable
1 — Enable Engine Door Bus*
2 — Enable Engine Hood
2 — Enable Engine 3 — AGS2 PTO Feedback 0 = VEPS,
13 4 18 DI Selection
Hood 4 — RPM Freeze Disable DRS
5 — Engine Brake Disable
6 — Fast engine Heat Up Switch
7 — Service Brake Active
* Not supported in NAFTA

Table 4-15 Hood Tilt Switch Programming Options

4.1.14 OPTIMIZED IDLE THERMOSTAT

The OI thermostat input indicates when the engine should run to heat/cool the cab when operating
in Optimized Idle mode. This input is normally open.

4.1.14.1 Installation

The OI thermostat is wired to the CPC2+ on pin 3/1.

4.1.14.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-16.

Parameter Required
Parameter Options Default Access
Group Setting
0 = No Sensor
1 = Air Filter Restriction
2 = OI Sensor*
13 3 01 AI Selection 0 = No Sensor VEPS, DRS
Thermostat 2 = OI Thermostat
3 = FUSO Clutch Pedal
Sensor Input*
* Not supported in NAFTA

Table 4-16 OI Thermostat Programming Options

4.1.15 PARK BRAKE SWITCH

This input indicates that the Park Brake is engaged when switched to battery ground.
The Park Brake Switch is a normally open switch.

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4.1.15.1 Installation

This input is wired to the CPC2+ pin 1/2. Alternatively, this input may be multiplexed on J1939.
Refer to section 4.2, “Switch Inputs Received Over J1939 Data Link” for additional information
on multiplexing this input.
This input is required.

4.1.15.2 Programming Requirements & Flexibility

This digital input can be configured as listed in Table 4-17.

Parameter
Parameter Options Default Access
Group
0 – Disable 1 – Enable
VEPS or
13 1 02 DI Selection 1 – Enable Park Brake Interlock Park Brake
DRS
2 – FUSO Auxiliary Brake Cut Switch* Interlock
0 – Hardwired
1 – CCVS1 VEPS or
13 Park Brake Switch Config 0 – Hardwired
2 – CCVS2 DRS
3 – CCVS3
* Not supported in NAFTA

Table 4-17 Configuring the Park Brake Switch Input

4.1.16 REMOTE THROTTLE SELECT SWITCH

This digital input when switched to battery ground indicates that the remote throttle is active. The
switch information will only be used if the remote accelerator input is configured.
The remote accelerator enable switch is a normally open switch.

4.1.16.1 Installation

This input is wired to the CPC2+ pin 2/8.

4.1.16.2 Programming Requirements & Flexibility

This digital input can be configured as listed in Table 4-18.

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Parameter Required
Parameter Options Default Access
Group Setting
Remote
0 – Disable
20 Accelerator 0 – Disable VEPS or DRS
1 – Enable
Enable
0=disable,
1=Remote
Throttle enable,
1=Remote- 2=Fast Engine VEPS, DRS or
13 2 08 DI Selection 0=disable
Throttle enable Heat Up Switch, DDDL 7.0
3=Evobus
retarder lever
stage3

Table 4-18 Configuring the Remote Accelerator Select Input

4.1.17 REMOTE PTO SWITCH

The Remote PTO Switch allows the use of a customer selected high idle speed instead of the
hot idle engine speed.
Refer to the throttle controls section for more information.
The Remote PTO Switch is a normally open switch.

4.1.17.1 Installation

This input is wired to the CPC2+ pin 2/9.

4.1.17.2 Programming Requirements & Flexibility

The options for this digital input are listed in the table.

Parameter Parameter Required Options Default Access


Group Setting
13 2 09 DI Sw — 0=disable, 0=disabled VEPS. DRS or
Config 1=hardwired DDDL 7.0
2=J1939 PTO

Table 4-19 Configuring The Remote PTO Switch

4.1.18 RPM FREEZE

The RPM Freeze input (when grounded) allows the operator to request that PTO maintain the
current engine speed. Locking on to a fixed engine speed is desirable in applications where the
input is subjected to electrical noise which in turn causes the engine speed to fluctuate. The
RPM Freeze Switch is normally open.

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4.1.18.1 Installation

This input is wired to pin 4/18 on the CPC2+.

4.1.18.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-20.

Parameter Group Parameter Options Default Access


0 – Disable
1 — Enable Engine Door Bus*
2 — Enable Engine Hood
3 — AGS2 PTO Feedback
13 4 18 DI Selection 0 – Disable VEPS, DRS
4 – RPM Freeze
5 — Engine Brake Disable
6 — Fast Engine Heat Up Switch
7 — Service Brake Active
* Not supported in NAFTA

Table 4-20 RPM Freeze Programming Options

4.1.19 SERVICE BRAKE RELEASED SWITCH

This input indicates that the brake is released when switched to battery ground. If the brake is
activated, then the input is open. This input will suspend cruise control when the brake is activated.
The service brake switch is a normally closed switch.
This input is required.

4.1.19.1 Installation

This input is wired to the CPC2+ pin 2/7. Alternatively, this input may be multiplexed on J1939.
Refer to section 4.2, “Switch Inputs Received Over J1939 Data Link” for additional information
on multiplexing this input.

4.1.19.2 Programming Requirements & Flexibility

This digital input can be configured as listed in Table 4-21.

Parameter Group Parameter Options Default Access


0 – Hardwired
Service Brake Switch 1 – CCVS1
13 0 – Hardwired VEPS or DRS
Config 2 – CCVS2
3 – CCVS3

Table 4-21 Configuring the Service Brake Switch Input

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4.1.20 STOP ENGINE OVERRIDE

The Stop Engine Override Switch is a momentary normally open switch. When the input is
switched to battery ground, a shutdown override is enabled.
Shutdown Override Switch is a momentary normally open switch.

4.1.20.1 Installation

This input is wired to the CPC2+ pin 1/15.

4.1.20.2 Programming Requirements & Flexibility

This digital input can be configured as

Parameter Group Parameter Options Default Access


15 1 15 DI Selection 0 = Disable 1 DRS, VEPS
1 = Shutdown
Override/Diagnostic
Request (Fault code
Flashing)
2 = FUSO
CC-Cancel

Table 4-22 Stop Engine Override Parameter

4.1.21 THROTTLE INHIBIT

If the Throttle Inhibit Switch is switched to battery ground, the engine will not respond to the foot
pedal or remote throttle. A typical application is a fire truck.
The Throttle Inhibit Switch is a normally open switch.

4.1.21.1 Installation

The Throttle Inhibit Switch is wired to the CPC2+ on pin 1/17.

4.1.21.2 Programming Requirements & Flexibility

This digital input can be configured as listed in Table 4-23.

Parameter Group Parameter Options Default Access


0=disable
1=throttle inhibit
17 1 17 DI Selection 1 DRS, VEPS
2=Evobus retarder
lever stage4

Table 4-23 Throttle Inhibit Parameter

4-18 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
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4.1.22 TRANSMISSION NEUTRAL SWITCH

This digital input when switched to battery ground indicates that the transmission is in neutral.
An open circuit indicates in gear.

NOTE:
This input is required for Optimized Idle.

4.1.22.1 Installation

This input is wired to the CPC2+ pin 4/16.

4.1.22.2 Programming Requirements & Flexibility

This digital input can be configured as listed in Table 4-24.

Parameter Group Parameter Options Default Access


0 = Hardwired
Trans Neutral Input
13 1 = Info from J1939 0 = Hardwired DRS, VEPS
Config
255 = Not Configured

Table 4-24 Configuring the Transmission Neutral Switch Input

4.1.23 TRANSMISSION RETARDER ACTIVE

This input indicates that the transmission retarder is active. When the input is switched to ground,
the fan is turned off. When the input is open, the fan will be turned on. The fan will be on for a
minimum of 30 seconds. Refer to the transmission manufacturers documentation to determine
when to connect this input.

4.1.23.1 Installation

The transmission retarder input is wired to pin 1/1.

4.1.23.2 Programming Requirements & Flexibility

The options for this digital input are listed in Table 4-25.

All information subject to change without notice. (Rev. ) 4-19


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
INPUTS AND OUTPUTS

Parame-
Parameter Required Settings Options Default Access
ter Group
0 = Disable
1 = Enable Dual Speed
Axle
1 01 DI 2 = Enable Transmission 2 = Enable Transmission VEPS or
13 0 = Disable
Selection Retarder Input Retarder Input DRS
3=Clutch switch
4=EvoBus Cruise Control
Lever Quit signal

Table 4-25 Transmission Retarder Input Options

4-20 All information subject to change without notice. (Rev. )


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4.2 SWITCH INPUTS RECEIVED OVER J1939 DATA LINK


Multiplexing is available for several switch inputs over the SAE J1939 Data Link. The CPC2+
supports this feature for the following switch inputs:
□ Cruise Control On/Off Switch
□ Cruise Control Set/Coast
□ Cruise Control Resume/Accel
□ Cruise Cancel Switch
□ Service Brake Switch
□ Park Brake Switch
□ Clutch Brake Switch
□ Engine Brake Switches – EBC1 Message
□ Dual-Speed Axle Switch
□ Regen Switch
□ Regen Inhibit Switch
□ Remote PTO
□ Fan Switch
To use the multiplexing feature with the CPC2+, the parameters must be set up correctly. There
are three different source addresses (SA) possible for receiving the Cruise Control message.
Every switch in this message must be programmed to react on one programmed SA. The SA is
programmed by the vehicle OEM.
If an error is detected (wrong data on J1939 CC message or the message is not sent) an error is
logged. If the error is caused by wrong data or missing data, the error will be logged and will be
held active until the ignition is switched off. Cruise Control will also be disabled.
The options for each source address are listed in Table 4-26. The multiplexing parameters are
listed in Table 4-27.

All information subject to change without notice. (Rev. ) 4-21


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
INPUTS AND OUTPUTS

Parameter
Parameter Options Default Access
Group
1 EBC1 Source Address SAE J1939 0-255 33 VEPS, DRS
1 CCVS1 Source Address SAE J1939 0 – 255 23 VEPS, DRS
1 CCVS2 Source Address SAE J1939 0 – 255 33 VEPS, DRS
1 CCVS3 Source Address SAE J1939 0 – 255 49 VEPS, DRS
1 TSC1 Source Address SAE J1939 0 – 255 231 VEPS, DRS
1 CM1 DPF Source Address SAE J1939 0 – 255 49 VEPS, DRS
1 CM1 Fan Source Addr 1 SAE J1939 0 – 255 25 VEPS, DRS
1 CM1 Fan Source Addr 2 SAE J1939 0 – 255 49 VEPS, DRS
1 PTO Source Address SAE J1939 0 – 255 23 VEPS, DRS

Table 4-26 Source Address Options

Parameter
Parameter Options Default Access
Group
PTO Source Address SAE VEPS,
1 0–255 23
J1939 DRS
0 - Hardwired
1 – CCVS1 VEPS,
13 CC On Off Switch Config 0
2 – CCVS2 DRS
3 – CCVS3
0 - Hardwired
1 – CCVS1
2 – CCVS2
3 – CCVS3
4 – CCVS1 or CCVS2
5 – CCVS2 or CCVS3
6 – CCVS1 or CCVS3
7 — CCVS1 or CCVS2
or CCVS3
CC Set Cst Res Accel 8 – CCVS1 or hardwired VEPS,
13 0
Sw Config 9 – CCVS2 or hardwired DRS
10 – CCVS3 or hardwired
11 – CCVS1 or CCVS2
or hardwired
12 – CCVS2 or CCVS3
or hardwired
13 – CCVS1 or CCVS3
or hardwired
14 – CCVS1 or CCVS2 or
CCVS3 or hardwired
0 - Hardwired
1 – CCVS1 VEPS,
13 Service Brake Switch Config 0
2 – CCVS2 DRS
3 – CCVS3
0 - Hardwired
1 – CCVS1 VEPS,
13 Park Brake Switch Config 0
2 – CCVS2 DRS
3 – CCVS3

4-22 All information subject to change without notice. (Rev. )


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Parameter
Parameter Options Default Access
Group
0 - Not Configured
1 – 1 Clutch Switch
2 – 2 Clutch Switch*
VEPS,
13 Clutch Switch Config 3 – CCVS1 0
DRS
4 – CCVS2
5 – CCVS3
6 – ETC1
0 - Hardwired
1 – CCVS1 VEPS,
13 2nd Axle Speed Switch Config 0
2 – CCVS2 DRS
3 – CCVS3
0 — Hardwired
VEPS,
13 Engine Brake Switch Config 1 — Info from J1939 0
DRS
255 — Not Available
0 — Hardwired
VEPS,
13 Trans Neutral Input Config 1 — Info from J1939 0
DRS
255 — Not Available
0 - Disabled
1 – CCVS1
2 – CCVS2
3 – CCVS3
4 – CCVS1 or CCVS2
5 – CCVS2 or CCVS3
6 – CCVS1 or CCVS3
7 — CCVS1 or CCVS2
or CCVS3
8 – CCVS1 or hardwired VEPS,
13 CC Pause Switch Config 0
9 – CCVS2 or hardwired DRS
10 – CCVS3 or hardwired
11 – CCVS1 or CCVS2
or hardwired
12 – CCVS2 or CCVS3
or hardwired
13 – CCVS1 or CCVS3
or hardwired
14 – CCVS1 or CCVS2 or
CCVS3 or hardwired
0 - Hardwired
1 – CCVS1
2 – CCVS2
VEPS,
13 Cab PTO Switch Config 3 – CCVS3 0
DRS
4 – CCVS1 or Hardwired
5 – CCVS2 or Hardwired
6 – CCVS1 or Hardwired
0 – Hardwired
Stop Engine Override Sw 1 – CCVS1 VEPS or
13 0
Config 2 – CCVS2 DRS
3 – CCVS3

All information subject to change without notice. (Rev. ) 4-23


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
INPUTS AND OUTPUTS

Parameter
Parameter Options Default Access
Group
0 – Not Active VEPS or
46 DPF J1939 Inhibit Sw Enable 0
1 – Active DRS
0 – Not Active VEPS or
46 DPF J1939 Regen Sw Enable 0
1 – Active DRS
* Not supported in NAFTA

Table 4-27 Parameters for Multiplexing

4-24 All information subject to change without notice. (Rev. )


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4.3 DIGITAL OUTPUTS – CPC2+


The CPC2+ has 16 digital output pins, 13 low side and three high side. The CPC2+ digital output
functions and their associated pins are listed in Table 4-28.

Digital Output Function Driver CPC2+ Connector/Pin


Amber Warning Lamp Low Side 2/10
Cruise Active Lamp Low Side 3/12
Deceleration Lamp Low Side 4/9
DEF Low Lamp Low Side 3/10
DPF Regeneration Lamp Low Side 1/5
Engine Brake Active Low Side 3/9
High Exhaust System Temperature Lamp Low Side 4/7
O/I Alarm Low Side 3/17
Low Oil Pressure Lamp Low Side 3/12
Malfunction Indicator Lamp Low Side 1/13
Optimized Idle Active Lamp Low Side 4/9
Coolant Level Low Lamp Low Side 3/11
Red Stop Lamp Low Side 3/16
Starter Lockout/Run Signal Low Side 3/17
Top2 Shift Solenoid High Side 3/8
Top2 Lockout Solenoid High Side 3/7
Vehicle Power Shutdown High Side 4/10
Water-in-Fuel Lamp Low Side 3/9

Table 4-28 Digital Outputs – CPC2+

4.3.1 AMBER WARNING LAMP

The Amber Warning Lamp is illuminated for all active faults that require driver attention. The
AWL will also flash when an engine shutdown occurs.

4.3.1.1 Installation

This digital output circuit is designed to sink no more than 250 mA (DC) current.
The AWL is wired to pin 2/10 of the CPC2+.

NOTE:
This digital output is REQUIRED if not multiplexed.

All information subject to change without notice. (Rev. ) 4-25


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INPUTS AND OUTPUTS

4.3.2 CRUISE ACTIVE LAMP

When Cruise Control's Cruise Switch PTO is active, this digital output is switched to ground.
This digital output can be used to drive a lamp indicating the active state of Cruise Control.

NOTE:
This function is optional.

4.3.2.1 Installation

This digital output circuit is designed to sink no more that 250 mA (DC) current. The Cruise
Active Lamp is wired to pin 3/12 of the CPC2+.

4.3.2.2 Programming Requirements& Flexibility

The options for this digital output are listed in Table 4-29.

Parameter Required
Parameter Options Default Access
Group Setting
0 — Disabled
1 – Oil Level Lamp*
4 — Cruise 2 — AGS2 Check Trans Lamp VEPS or
35 3 12 DO Selection 0 — Disabled
Active Lamp 3 — Oil Pressure Low Lamp DRS
4 — Cruise Active Lamp
5 — FUSO Retarder Control 2*
3 12 DO Fault 0 — Disabled VEPS or
35 — 0 — Disabled
Detection 1 — Enabled DRS
* Not supported in NAFTA

Table 4-29 Cruise Active Lamp Programming Options

4.3.3 DECELERATION LAMP

The Deceleration Lamp option is a lamp on the rear of the vehicle to warn that the vehicle is
slowing down. This digital output could be used to drive a deceleration lamp or more typically a
relay which drives the deceleration lamps. This digital output is switched to ground whenever the
percent throttle is zero and Cruise Control is inactive.

NOTE:
This feature is optional.

4.3.3.1 Installation

This digital output circuit is designed to sink no more than 2.0 mA (DC) current. The Deceleration
Lamp is wired to pin 4/9 of the CPC2+.

4-26 All information subject to change without notice. (Rev. )


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4.3.3.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-30.

Parameter Required
Parameter Options Default Access
Group Setting
0 – Disabled
1 – Accelerator Pedal Idle
Position*
2 – Actual Torque*
3 – Road Speed*
4 – Engine Speed*
5 – Coolant Temp*
6 – Pedal Torque*
4 09 DO 11 – Deceleration VEPS or
35 7 – Boost Temp* 0 – Disabled
Selection Lamp DRS
8 – Oil Pressure (MCM2
Threshold)*
9 – Coolant Temp (MCM2
Threshold)*
10 – OI Active Lamp
11 – Deceleration Lamp
12 – Not Used
13 – WIF Lamp
4 09
0 — Disabled VEPS or
35 DO Fault — 0 — Disabled
1 — Enabled DRS
Detection
* Not supported in NAFTA

Table 4-30 Deceleration Lamp Programming Options

4.3.4 DPF REGENERATION LAMP (HARDWIRED AND J1939)

The purpose of this lamp is to let the operator know that a parked regeneration is required. This
lamp can be hardwired or multiplexed. Solid illumination indicates a manual regeneration is
required.

NOTE:
This function is REQUIRED.

4.3.4.1 Installation

This digital output circuit is designed to sink no more than 250 mA (DC) current.
The DPF Lamp is wired to pin 1/5 of the CPC2+.

4.3.4.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-31.

All information subject to change without notice. (Rev. ) 4-27


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INPUTS AND OUTPUTS

Parameter Required
Parameter Options Default Access
Group Setting
1 05
0 – Disabled VEPS or
35 DO Fault — 0 — Disabled
1 – Enabled DRS
Detection

Table 4-31 DPF Regeneration Lamp Programming Options

4.3.5 ENGINE BRAKE ACTIVE

This digital output is switched to ground whenever the Engine Brake is active. This digital output
could be used to drive an Engine Brake Active Lamp or give an engine brake active indication
to another vehicle system

NOTE:
This function is optional.

4.3.5.1 Installation

This digital output circuit is designed to sink no more than 2.0 A (DC) current.
Engine Brake Active is wired to pin 3/9 of the CPC2+.

4.3.5.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-32.

Parameter Required
Parameter Options Default Access
Group Setting
0 – Disabled
1 – Not Used
2 – AGS2 Backup Lamp
3 09 DO 3 – Engine Brake 3 – Engine Brake Active VEPS or
35 0 – Disabled
Selection Active 4 – Not Used DRS
5 – FUSO Engine Brake Active
Lamp*
6 – WIF Lamp
3 09
0 — Disabled VEPS or
35 DO Fault — 0 – Disabled
1 — Enabled DRS
Detection
* Not supported in NAFTA

Table 4-32 Engine Brake Active Programming Options

4.3.6 HIGH EXHAUST SYSTEM TEMPERATURE LAMP (HARDWIRED


AND J1939)

The purpose of this lamp is to let the operator know that the exhaust temperature is at an elevated
condition with low vehicle speed. It can be hardwired or multiplexed.

4-28 All information subject to change without notice. (Rev. )


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4.3.6.1 Installation

This digital output circuit is designed to sink no more than 250 mA (DC) current.
The HEST Lamp is wired to pin 4/7 of the CPC2+.

4.3.6.2 Programming Requirements & Flexibility

The options for this digital input listed in Table 4-33.

Parame- Required
Parameter Options Default Access
ter Group Setting
0 = Disabled
1 = Accelerator Pedal Kick Down*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
5 = Coolant Temperature*
6 = Pedal Torque*
13 = High 7 = Boost Temperature* 13 = High
4 07 DO VEPS,
35 Exhaust Temp 8 = Oil Pressure (MCM2 threshold)* Exhaust
Selection DRS
Lamp 9 = Coolant Temperature (MCM2 Temp Lamp
threshold)*
10 = Vehicle Power Shutdown
/ Ignition Relay*
11 = Optimized Idle ACC Bus
(ignition relay)*
12 = Split Valve 1*
13 = High Exhaust Temp Lamp
4 07 Fault 0 = Disabled VEPS,
35 0 = Disabled
Detection 1 = Enabled DRS
* Not Available in NAFTA

Table 4-33 High Exhaust System Temperature Lamp Options

4.3.7 LOW BATTERY VOLTAGE LAMP

This digital output is switched to ground when a low battery voltage fault is detected.

NOTE:
This function is optional.

4.3.7.1 Installation

This digital output circuit is designed to sink no more than 2.0 A (DC) current.
The Low Battery Voltage Lamp is wired to pin 3/12 (optional 3/17 for Crane applications) of
the CPC2+.

All information subject to change without notice. (Rev. ) 4-29


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INPUTS AND OUTPUTS

4.3.7.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-34.
Parameter Required
Parameter Options Default Access
Group Setting
0 – Disabled
1 – Air Filter Lamp*
2 – AGS2 Transmission Temp
3 10 DO 3 – Battery Voltage VEPS or
35 Indication Lamp 0 – Disabled
Selection Low Lamp DRS
3 – Battery Voltage Low Lamp
4 – Coolant Level Low Lamp
5 – FUSO Retarder Control 1*
3 10
0 — Disabled VEPS or
35 DO Fault — 0 – Disabled
1 — Enabled DRS
Detection
* Not supported in NAFTA

Table 4-34 Low Battery Voltage Lamp Programming Options

4.3.8 LOW COOLANT LEVEL LAMP

This digital output is switched to ground when a low coolant level fault is detected.

NOTE:
This function is optional.

4.3.8.1 Installation

This digital output circuit is designed to sink no more than 250 mA (DC) current.
The Low Coolant Level Lamp is wired to pin 3/17 of the CPC2+.

4.3.8.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-35.
Parameter Required
Parameter Options Default Access
Group Setting
0 – Disabled
1 – Air Filter Lamp*
2 – AGS2 Transmission Temp
3 10 DO 4 – Coolant Level VEPS or
35 Indication Lamp 0 – Disabled
Selection Low Lamp DRS
3 – Battery Voltage Low Lamp
4 – Coolant Level Low Lamp
5 – FUSO Retarder Control 1*
3 10
0 — Disabled VEPS or
35 DO Fault — 0 – Disabled
1 — Enabled DRS
Detection
* Not supported in NAFTA

Table 4-35 Coolant Level Low Lamp Programming Options

4-30 All information subject to change without notice. (Rev. )


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4.3.9 LOW OIL PRESSURE LAMP

This digital output is switched to ground when a low oil pressure fault is detected.

NOTE:
This function is optional.

4.3.9.1 Installation

This digital output circuit is designed to sink no more than 250 mA (DC) current.
The Low Oil Pressure Lamp is wired to pin 3/12 of the CPC2+.

4.3.9.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-36.

Parameter Required
Parameter Options Default Access
Group Setting
0 – Disabled
1 – Oil Level Lamp*
2 – AGS2 Check Transmission
3 12 DO 3 – Oil Pressure VEPS or
35 Indication Lamp 0 – Disabled
Selection Low Lamp DRS
3 – Oil Pressure Low Lamp
4 – Cruise Active Lamp
5 – FUSO Retarder Control 2*
3 12
0 — Disabled VEPS or
35 DO Fault — 0 – Disabled
1 — Enabled DRS
Detection
* Not supported in NAFTA

Table 4-36 Low Oil Pressure Lamp Programming Options

4.3.10 MALFUNCTION INDICATOR LAMP (MIL)

This amber lamp is illuminated for all active engine emission related faults including but not
limited to after-treatment devices. The MIL may illuminate at the same time as the Amber
Warning Lamp.
This is a required lamp. It can be hardwired or multiplexed.

NOTE:
This digital output is REQUIRED.

4.3.10.1 Installation

This digital output circuit is designed to sink no more than 250 mA (DC) current.
The Malfunction Indicator Lamp is wired to pin 1/13 of the CPC2+.

All information subject to change without notice. (Rev. ) 4-31


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INPUTS AND OUTPUTS

4.3.10.2 On-Board Diagnostic Requirements and Guidelines

On-Board Diagnostic (OBD) regulations require circuit continuity detection of the MIL circuit.
The following requirements apply to the OEM:
□ Multiplexed MIL must default to ON if communication is lost between modules for any
reason or if sending device indicates the data is unavailable or data is in error.
□ If multiplexed (OEM device is controlling lamps), the device shall be capable of detecting
any circuit continuity malfunctions. The OEM must broadcast circuit malfunction
information (continuity checks) on the powertrain J1939 data link per J1939–73
requirements.
□ For applications in which the CPC2+ controls the lamp, the bulb must be of sufficient
resistance to allow for detection of a circuit continuity error.

4.3.11 OPTIMIZED IDLE ACTIVE LAMP

The Optimized Idle Active lamp digital output will flash at a rate of once every half second while
the idle timer is counting down, after the system has initialized. The digital output is switched to
sensor return after the idle timer has timed out and Optimized Idle has become active. The output
will be activated along with the AWL and the RSL when the ignition is cycled ON for the bulb
check. For more information on Optimized Idle, refer to section 5.18, “Optimized Idle.”

4.3.11.1 Installation

This digital output circuit is designed to sink no more than 2.0 A (DC) current. The OI Active
Lamp is wired to the CPC2+ on pin 4/09.

NOTE:
This output is required for Optimized Idle.

4.3.11.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-37.

4-32 All information subject to change without notice. (Rev. )


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Parameter
Parameter Required Setting Options Default Access
Group
0 – Disabled
1 – Accelerator Pedal
Position*
2 – Actual Torque*
3 – Road Speed*
4 – Engine Speed*
5 – Coolant Temp*
6 – Pedal Torque*
7 – Boost Temp*
4 09 DO 10 – Optimized Idle VEPS or
35 8 – Oil Pressure (MCM2 0 – Disabled
Selection Active Lamp DRS
Threshold)*
9 – Coolant Temp (MCM2
Threshold)*
10 – Optimized Idle Active
Lamp
11 – Deceleration Lamp
12 – FUSO Ground Starter
Lockout Relay*
13 – WIF Lamp
4 09
0 — Disabled VEPS or
35 DO Fault 1 — Enabled 0 – Disabled
1 — Enabled DRS
Detection
* Not supported in NAFTA

Table 4-37 Optimized Idle Active Lamp Programming Options

4.3.11.3 Diagnostics

A Diagnostic Trouble Code (DTC) will be logged for an open or shorted circuit.

4.3.12 OPTIMIZED IDLE ALARM

The Optimized Idle Alarm digital output is switched to sensor return to turn on the Optimized Idle
Alarm. The alarm will sound for five seconds prior to any Optimized Idle engine start. For more
information on Optimized Idle, refer to section 5.18, “Optimized Idle.”

4.3.12.1 Installation

This digital output is designed to sink no more than 2.0 A (DC) current. The OI Alarm is wired to
the CPC2+ on pin 3/17. The DDC part number for the OI Alarm is 23517899.

NOTE:
This output is required for Optimized Idle.

4.3.12.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-38.

All information subject to change without notice. (Rev. ) 4-33


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
INPUTS AND OUTPUTS

Parameter Required
Parameter Options Default Access
Group Setting
0 – Disabled
1 – Enable Starter Lockout
2 – Enable Kickdown Output*
3 – Not Used
3 17 DO 4 – Optimized Idle 4 – Optimized Idle Alarm VEPS or
35 0 – Disabled
Selection Alarm 5 – Split Valve* DRS
6 – Starter Lockout and AGS2
Run Signal/Starter Lockout
7 – Engine Brake Disabled for
Overspeed*
3 17
0 — Disabled VEPS or
35 DO Fault — 0 – Disabled
1 — Enabled DRS
Detection
* Not supported in NAFTA

Table 4-38 Optimized Idle Alarm Programming Options

4.3.12.3 Diagnostics

A Diagnostic Trouble Code (DTC) will be logged for an open or shorted circuit.

4.3.13 RED STOP LAMP

The Red Stop Lamp (RSL) is illuminated for all active serious faults, which require the engine to
be shutdown immediately. The AWL will also flash when an engine shutdown occurs.

4.3.13.1 Installation

This digital output circuit is designed to sink no more than 250 mA (DC) current.
The RSL is wired to pin 3/16 of the CPC2+.

NOTE:
This digital output is REQUIRED.

4.3.14 STARTER LOCKOUT

This digital output drives a normally closed relay which interrupts the starting signal when the
output has been activated.

4.3.14.1 Installation

This digital output circuit is designed to sink no more than 2.0 A (DC) current.
The Starter Lockout digital output is wired to pin 3/17 of the CPC2+.

4-34 All information subject to change without notice. (Rev. )


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4.3.14.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-39.

Parameter Required
Parameter Options Default Access
Group Setting
0 – Disabled
1 – Enable Starter Lockout
2 – Enable Kickdown Output*
3 – Not Used
3 17 DO 1 – Enable Starter 4 – Optimized Idle Alarm VEPS or
35 0 – Disabled
Selection Lockout 5 – Split Valve* DRS
6 – Starter Lockout and AGS2
Run Signal/Starter Lockout
7 – Engine Brake Disabled for
Overspeed*
3 17
0 — Disabled VEPS or
35 DO Fault — 0 – Disabled
1 — Enabled DRS
Detection
* Not supported in NAFTA

Table 4-39 Starter Lockout Programming Options

4.3.15 TOP2 SHIFT SOLENOID

The shift solenoid is used to command an automatic shift between the top two gears in an Eaton®
Top2 transmission. When the digital output is switched to power, the shift solenoid commands a
shift to the top gear position. When the output is not activated, the shift solenoid commands a
shift to the gear one lower than the top position. The correct transmission type must be selected
when this digital output is programmed. For additional information on Top2, refer to section 5.26,
"Transmission Interface."

4.3.15.1 Installation

This circuit is a high-side digital output. The Top2 Shift solenoid is wired to pin 3/8 of the CPC2+.

4.3.15.2 Programming Requirements & Flexibility

The options for this digital output listed in Table 4-40.

All information subject to change without notice. (Rev. ) 4-35


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INPUTS AND OUTPUTS

Parameter Required
Parameter Options Default Access
Group Setting
0 — Disable
1 — Exhaust Brake Only*
2 — Exhaust Brake and
Decompression Brake via
Single Valve*
3 — Port Extension Turbo
3 08 DO 6 — Top2 Shift VEPS or
35 Brake* 0 — Disable
Selection Solenoid DRS
4 — PTO Stationary for
AGS2
5 — PTO Mobile for AGS2
6 — Top2 Shift Solenoid
7 — FUSO Starter Lockout
Relay*
3 08 DO Fault 0 — Disabled VEPS or
35 — 0 — Disable
Detection 1 — Enabled DRS
* Not supported in NAFTA

Table 4-40 Top2 Shift Solenoid Programming Options

4.3.15.3 Diagnostics

A Diagnostic Trouble Code (DTC) will be logged for an open or shorted circuit.

4.3.16 TOP2 SHIFT LOCKOUT SOLENOID

The shift lockout solenoid is used to disable the driver splitter position switch in an Eaton Top2
transmission. When the digital output is switched to power, the splitter position control is taken
away from the driver and controlled by the ECU. The correct transmission type must be selected.
For additional information on Top2, refer to section 5.26, "Transmission Interface."

4.3.16.1 Installation

This circuit is a high-side digital output. The Top2 Shift lockout solenoid is wired to pin 3/7
of the CPC2+.

4.3.16.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-41.

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Parameter Required
Parameter Options Default Access
Group Setting
0 — Disable
1 — Decompression Valve*
2 — Not Used
3 07 DO 3 — Top2 Lockout 3 — Top2 Lockout Solenoid VEPS or
35 0 — Disable
Selection Solenoid 4 — Modulation Output for DRS
Allison Transmission without
J1939 Interface (Gear1)*
5 — PTO Valve for AGS2
3 07 DO Fault 0 — Disabled VEPS or
35 — 0 — Disable
Detection 1 — Enabled DRS
* Not supported in NAFTA

Table 4-41 Top2 Shift Lockout Solenoid Programming Options

4.3.16.3 Diagnostics

A Diagnostic Trouble Code (DTC) will be logged for an open or shorted circuit.

4.3.17 VEHICLE POWER SHUTDOWN

This digital output actuates a relay that shuts down the rest of the electrical power to the vehicle
when an idle shutdown or engine protection shutdown occurs.

4.3.17.1 Installation

The Vehicle Power Shutdown is wired to pin 4/10 of the CPC2+. This is a high side digital output.

4.3.17.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-42.

Parameter Required
Parameter Options Default Access
Group Setting
0 — Disable
4 10 DO 3 — Vehicle Power VEPS or
35 3 — Vehicle Power 0 — Disable
Selection Shutdown DRS
Shutdown/Ignition Relay
4 10 DO Fault 0 — Disabled VEPS or
35 — 0 — Disable
Detection 1 — Enabled DRS

Table 4-42 Vehicle Power Shutdown Programming Options

All information subject to change without notice. (Rev. ) 4-37


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INPUTS AND OUTPUTS

4.3.18 WATER-IN-FUEL LAMP

This output is turned on when a signal from the MCM2 is received indicating that the water
separator tank is full and requires draining.

NOTE:
Water-In-Fuel Lamp is mandatory.

4.3.18.1 Installation

A 12 volt light of less than 0.25 A (DC) is required. This digital output is designed to sink no
more than 0.25 A (DC) current.
The Water-In-Fuel lamp is wired to 3/9 of the CPC2+.

4.3.18.2 Programming Requirements & Flexibility

The options for this digital output are listed in Table 4-43.

Parameter Required
Parameter Options Default Access
Group Setting
0 = Disabled
1 = Not Used
2 = AGS2 Backup Lamp
3 09 DO 6 = WIF 0 = VEPS,
35 3 = Engine Brake Active
Selection Lamp Disabled DRS
4 = Not Used
5 = FUSO Engine Brake Active Lamp*
6 = WIF Lamp
0 = Disabled
1 = Accelerator Pedal idle Position*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
5 = Coolant Temperature*
6 = Pedal Torque*
4 09 DO 13 = WIF 0 = VEPS,
35 7 = Boost Temperature*
Selection Lamp Disabled DRS
8 = Oil Pressure (threshold)*
9 = Coolant Temperature (engine controller
threshold)
10 = Optimized Idle Active Lamp
11 = Deceleration Lamp
12 = FUSO Ground Starter Lockout Relay*
13 = WIF Lamp
* Not supported in NAFTA

Table 4-43 WIF Lamp Programming Options

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4.4 ACM2 INPUT SENSORS AND OUTPUT ACTUATORS


The ACM2 input sensors are listed in Table 4-44.

Sensor Function
Senses system air pressure to maintain 3 Bar > DEF pressure for
Air Pressure Sensor proper dosing. Sensor is also used for air pressure system leak
testing.
DEF (DEF) level tank sensor used for on-board diagnostics (OBD)
DEF Level Sensor
and driver warning indicators.
Used for regen calculation. The catalyzed DPF function is to
convert HC and CO emissions during active regeneration as well
DPF Inlet Pressure Sensor
as to convert NO to NO2 to support the NOx conversion in the
SCR.
Used for regen calculation. The catalyzed DPF function is to
convert HC and CO emissions during active regeneration as well
DPF Outlet Pressure Sensor
as to convert NO to NO2 to support the NOx conversion in the
SCR.
Temperature measured at the outlet of the after-treatment system
DPF Outlet Temperature Sensor that is installed within the exhaust system of the vehicle. It's
located after the DPF that is within the after-treatment unit.
Monitors exhaust temperature coming into the DOC. Used for
DOC Inlet Temperature regen calculation and to support soot oxidation and convert HC
injected during active regeneration.
Temperature measured between the DOC and the DPF in the
DOC Outlet Temperature after-treatment assembly located in the exhaust system of the
vehicle.
Monitors exhaust temperature exiting out of the DOC. Used for
DOC Outlet Temperature Inboard regen calculation and to support soot oxidation and convert HC
injected during active regeneration.
Monitors secondary exhaust flow temperature exiting out of the
DOC Outlet Temperature
DOC. Used for regen calculation and to support soot oxidation and
Outboard
convert HC injected during active regeneration.
SCR Inlet Temperature Used for NOx calculation
Measures the NOx concentration, air/fuel ration and equilibrium
Smart NOx Sensor (DPF Outlet)
oxygen partial pressure in the exhaust gas.
Measures the NOx concentration, air/fuel ration and equilibrium
Smart NOx Sensor (SCR Outlet)
oxygen partial pressure in the exhaust gas.
Provides a Metering Unit pressure signal so the DEF is kept in a
DEF Pressure Sensor
required pressure range.
Proper DEF flow is a function of the temperature sensor input and
DEF Temperature Sensor
balanced operation of the electronic controls.

Table 4-44 ACM2 Input Sensors

The ACM2 output actuators are listed in Table 4-45.

All information subject to change without notice. (Rev. ) 4-39


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INPUTS AND OUTPUTS

Actuator Description
Master control solenoid allows vehicle compressed air supply to
Air Pressure Limiting Solenoid Valve activate DEF control. The ACM2 controlled solenoid facilitates
DEF dosing or system purging to prevent freezing.
Operates as a pressure regulator. Air pressure is regulated
Pressure Limiting Valve to approximately 5.5 Bar through the valve for proper system
operation.
Operates as a system check valve. When a calibrated minimum
Overflow Valve air pressure is reached the valve opens allowing pressure to the
downstream devices.
Supplies air to dosing valve to atomize DEF for dosing. Air
Air Control Unit Set (12V)
pressure purges system to prevent freezing.
Provides control flow for DEF dosing for SCR function. Atomizes
Metering Unit (12V)
DEF for SCR injection.
Provides a filtered DEF flow and stores a small DEF volume to
Supply Unit (12V) maintain pressure. A permanent magnet brush motor is used to
pump DEF.
Provides engine coolant upon command to flow through the
Cooling Water Valve
supply unit and DEF tank to prevent freezing.
Prevents freezing by providing heat for air pressure upon
Metering Unit Diffuser Heater
command, for DEF atomizing and SCR function.
Metering Unit AUX Heater Prevents freezing of DEF between the dosing valve and nozzle
Prevents freezing of DEF in lines between engine, DEF tank, and
Line Heaters
Dosing Valve.

Table 4-45 ACM2 Output Actuators

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5 FEATURES

Section Page

5.1 AUTO-ELEVATE IDLE ............................................................................ 5-3


5.2 CLEAN IDLE LIMITING FEATURE ......................................................... 5-5
5.3 COMMON DRIVER REWARD ................................................................ 5-9
5.4 CRUISE CONTROL ................................................................................ 5-13
5.5 DIAGNOSTICS ....................................................................................... 5-25
5.6 DUAL SPEED AXLE ............................................................................... 5-27
5.7 ENGINE BRAKE CONTROLS ................................................................ 5-29
5.8 ENGINE PROTECTION .......................................................................... 5-39
5.9 ENGINE RATINGS .................................................................................. 5-43
5.10 ENGINE STARTER CONTROL .............................................................. 5-47
5.11 FAN CONTROL ....................................................................................... 5-51
5.12 FLEET MANAGEMENT .......................................................................... 5-63
5.13 FUEL ECONOMY INCENTIVE ............................................................... 5-73
5.14 IDLE ADJUST ......................................................................................... 5-75
5.15 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN ............................... 5-77
5.16 LIMITERS ................................................................................................ 5-85
5.17 LOW GEAR TORQUE REDUCTION ...................................................... 5-89
5.18 OPTIMIZED IDLE .................................................................................... 5-91
5.19 PARKED DPF REGENERATION ............................................................ 5-99
5.20 PASSMART ............................................................................................. 5-103
5.21 PASSWORDS ......................................................................................... 5-107
5.22 PROGRESSIVE SHIFT ........................................................................... 5-109
5.23 STARTER LOCKOUT ............................................................................. 5-115

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FEATURES

5.24 TACHOMETER DRIVE ........................................................................... 5-117


5.25 THROTTLE CONTROL/GOVERNORS .................................................. 5-119
5.26 TRANSMISSION INTERFACE ................................................................ 5-137
5.27 VEHICLE SPEED LIMITING ................................................................... 5-143
5.28 VEHICLE SPEED SENSOR ANTI-TAMPERING .................................... 5-145

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5.1 AUTO-ELEVATE IDLE


The Auto-Elevate Idle feature eliminates the hydrocarbon buildup before reaching critical levels
by automatically increasing engine RPM. This process results in a temporary increase of exhaust
temperatures that effectively oxidizes the hydrocarbon within the ATD.

5.1.1 OPERATION

When Auto-Elevate is enabled, after a predetermined amount of idle, DDEC 10 will automatically
elevate engine RPM, typically seven to eight minutes, in order to raise exhaust temperatures and
eliminate hydrocarbon buildup in the ATD.
The engine must be idling for a minimum of four minutes, park brake must be on and transmission
in neutral (if equipped with a neutral switch).
Engine speed is slowly elevated from idle to 1100 RPM for typically seven to eight minutes. It
can run for a maximum of 20 minutes if the process cannot complete.

5.1.2 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

The Auto-Elevate parameter is listed in Table 5-1.

Diagnostic Parameter Min Max Default Description Access


Name Group
Extended Idle ACM2 0 1 0 0 – Disabled DDDL 7.x,
Auto RPM 1 – Enabled DRS, VEPS
Elevate

Table 5-1 Auto-Elevate Parameters

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5.2 CLEAN IDLE LIMITING FEATURE


California has legislation that requires the engine manufacturer to limit the allowable engine
idling time. This logic is activated on engines/vehicles registered in California starting in 2008.

5.2.1 OPERATION

This shutdown feature is not an engine malfunction and is required to meet the state of California
emissions regulations. After an automatic shutdown, the engine may be restarted and operated
normally.

5.2.1.1 Idle Conditions

The idle timer is activated only when all criteria of condition A or condition B listed in Table
5-2 are met.
If idle is below the Clean Idle speed (900 RPM) and the Idle Shutdown is not enabled, the
engine will not shutdown.

Condition A Condition B
Engine is running in idle Engine is running
Coolant temperature is higher than 60°F (15.6°C) Coolant temperature is higher than 60°F (15.6°C)
Vehicle is not moving Vehicle is not moving
Transmission is in neutral gear (or no neutral detection Transmission is in neutral gear (or no neutral detection
available) available)
Accelerator pedal is at idle position 0% Accelerator pedal is actuated

Table 5-2 Clean Idle Limiting Conditions

When the timer for condition A reaches five minutes (300 s) while Park Brake is closed or 15
minutes (900 s) while Park Brake is open, the engine shutdown sequence will commence. When
the timer for condition B reaches five minutes (300 s) while Park Brake is closed or 15 minutes
(900 s) while Park Brake is open, the engine shutdown sequence will commence. If any of the
criteria for condition A or B are not met, the timer will not be active. The timer will reset and
begin counting from zero again once all the criteria for either condition are met. The engine
shutdown sequence can be overridden by the conditions detailed in one of the following sections.

5.2.1.2 PTO Conditions

The PTO shutdown timer is activated when all of the following conditions are met:
□ PTO is active (Cruise PTO)
□ Remote PTO is not active (Pin 2/9 is not grounded)
□ Coolant temperature is higher than 60°F (15.6°C)
□ Transmission is in neutral gear (or no neutral detection available)

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FEATURES

□ Vehicle is not moving


If Remote PTO is active (CPC2+ pin 2/9 is grounded and feature is enabled), the PTO and idle
timers for the Clean idle limiting feature are deferred until Remote PTO is inactive and the
criteria described in the previous section are met. Refer to section 5.25.3 for a full description of
the Remote PTO Switch.

5.2.1.3 Override Conditions

The timer is reset when one of the following conditions are met. To prevent tampering,
permanently applying a condition will not defer the shutdown.
□ Service brake pedal is actuated
□ Clutch pedal is actuated
□ Stop engine override is actuated
□ Accelerator pedal is actuated
□ Status of park brake changed

5.2.1.4 Diagnostic Tools (DDDL or DDRS)

If a diagnostic tool is connected while the engine is running an additional 60 minutes idle time
is granted. This session is available once per ignition cycle and will run out whenever idle or
PTO conditions are met. When the idle or PTO conditions are no longer met, the diagnostic
timer will be delayed.
If the tool is disconnected within this 60 minutes and either idle or PTO conditions are met, the
engine will shutdown when either the diagnostic timer has run out or the regular timer for idle or
PTO has reached its time to shutdown. If the diagnostic session takes longer than 60 minutes of
idle time and idle or PTO conditions are met, the shutdown process will start.
The remaining idle time in diagnostic mode can be monitored using UDS analogue value #44.

5.2.1.5 Parked Regeneration

Parked Regeneration (HIR) will defer the shutdown process until the completion of the high-idle
regeneration.

5.2.2 INTERACTION WITH OTHER FEATURES

The features listed in Table 5-3 are affected by Clean Engine Idle.

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Feature Interaction with Clean Engine Idle Limiting


Optimized idle Permanently disabled
These features can be used. The Clean logic takes the
minimum of the calibrated idle and PTO shutdown times.
Traditional Idle and PTO Shutdown
To prevent tampering, permanent override conditions will
not affect the Clean Engine Idle Limiting logic functionality.
Continuous Override (auto and throttle pedal) Disabled

Table 5-3 Clean Engine Idle Limiting and Other Features

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5.3 COMMON DRIVER REWARD


The Common Driver Reward (CDR) feature provides a higher road speed limit based on the
time spent in top gear or in Cruise Control.

5.3.1 OPERATION

The CDR feature is controlled by setting CDR MODE to one of the following:

0: Disabled – CDR is not activated


1: Cruise Control – CDR activates for time spent in Cruise Control
2: Top Gear – CDR activates for time spent in Top Gear
3: Cruise Control and Top Gear – CDR activates for time spent in Cruise Control or Top Gear

CDR Mode calculates an increment of vehicle speed which is added to the maximum road speed
threshold. Refer to section 5.3.1.1 for CDR Mode options.
There are three timers (time kept in seconds):
□ Total drive time
□ Total time in Cruise Control
□ Total time in Top Gear
The moment the CDR drive timer started is indicated with Day/Month/Year.

5.3.1.1 Calculation of CDR

The time spent in either Cruise Control or Top Gear is divided by the drive time to make up a ratio:

Top Gear Time


Top Gear ratio =
Drive Time

Cruise Control Time


Cruise Control ratio =
Drive Time

New maximum road speed = Maximum road speed + Final Incentive

All information subject to change without notice. (Rev. ) 5-9


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FEATURES

Figure 5-1 Finding Incentive and Final Incentive Arbitration

If the ratio is smaller than 0% or higher than 100% it will be clipped to 0% or 100%.

NOTE:
CDR calculates an increment of vehicle speed which is added to the maximum road
speed limit.

Driving time is accumulated when the vehicle is moving faster than 1 Km/h.
Resetting the CDR timers is controlled by setting CDR RESET FREQUENCY to one of the
following:

0: Disabled – CDR timers will never be reset


1: Daily – CDR timers will be reset daily
2: Weekly – CDR timers will be reset weekly
3: 4 Weeks – CDR timers will be reset every 4 weeks

5.3.1.2 Programming Requirements and Flexibility

The options for CDR Mode are listed in Table 5-4.

Parameter Group Parameter Setting


0 = Off
1 = Cruise Control
23 CDR Mode
2 = Top Gear
3 = Cruise Control + Top Gear

Table 5-4 CDR Mode Settings

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The options for resetting the CDR timer are listed in Table 5-5.

Parameter Group Parameter Setting


0 = Off
1 = Daily
23 CDR Reset Frequency
2 = Weekly
3 = 4 weeks
23 Top Gear Max CDR Incentive 0.. 5120 = signal
23 Max CDR Incentive for Cruise Control 0.. 5120 = signal

Table 5-5 CDR Reset Frequency Options

All information subject to change without notice. (Rev. ) 5-11


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5.4 CRUISE CONTROL


Cruise Control maintains a targeted speed (mph) by increasing or decreasing fueling. The targeted
speed can be selected and adjusted with dash-mounted switches. Up to five digital inputs are
required (four for automatic transmission) for Cruise Control operation. A Vehicle Speed Sensor
(VSS) or an output shaft speed message over the J1939 data link is required for Cruise Control.

5.4.1 OPERATION

Cruise Control operates to control vehicle speed. A Vehicle Speed Sensor (VSS) must be installed
or output shaft speed is received over J1939. Engine speed and power are varied under Cruise
Control to maintain the set vehicle speed. The vehicle speed must be above “Min Cruise Set
Speed” and below “Max Cruise Set Speed.” It is recommended that “Max Cruise Set Speed” be
set to the default to allow proper operation of other features such as Fuel Economy Incentive and
PasSmart. The “Max Road Speed” should be used to limit vehicle throttle speed.
Cruise Control can be overridden at any time with the throttle pedal if the vehicle is operating at
less than the programmed Max Road Speed.
Clutch pedal and service brake pedal, if configured, are monitored to abort fueling the engine in
Cruise Control Active Mode if there is driver action.

NOTE:
DDEC 10 must see a change of state of the Cruise Master Switch, Clutch Switch (if
configured) and Service Brake Switch before Cruise Control can become active upon
every ignition cycle.

There are three Cruise Control operation modes as listed in Table 5-6.

Engine Fuel
Cruise
Controlled
Control Conditions Set Speed
By Cruise
Mode
Control
Cruise Control ON/OFF switch is in OFF position or Cruise
Off Control ON/OFF is switched to ON position although Cruise 0 mph No
Control is not initiated.
Cruise Control ON/OFF switch in ON position and Cruise
Control is initiated and set speed has already been set.
Active Set Speed (+/-) Yes
The set speed can be increased or decreased by using the
Resume/Accel and Set/Coast switches.
Cruise Control ON/OFF switch in On position and Cruise
Last Set speed
Control formerly active but not allowed anymore or no set
Standby on Hold in No
speed has been set after switching Cruise Control On and
Memory
Cruise Control is initiated.

Table 5-6 Three Cruise Control Operation Modes

All information subject to change without notice. (Rev. ) 5-13


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FEATURES

5.4.1.1 Engine Brakes in Cruise Control (Optional)

If driving conditions cause the vehicle speed to exceed the Cruise Control set speed, engine brakes
(if configured) are activated to keep the desired road speed based on engine brake dash switches.

5.4.1.2 Cruise Auto Resume (Optional)

The Cruise Auto Resume feature will resume Cruise Control based on the calibration setting.
1 = Cruise Control is resumed immediately after the clutch pedal is released.
2 = Cruise Control is resumed if the clutch has been pushed twice and released within three
(3) seconds.

5.4.1.3 Adaptive Cruise (Optional)

Adaptive Cruise systems will send a "heart beat" message on the SAE J1939 Data Link. Manual
Cruise Control and Adaptive Cruise will be disabled if the message is not received over the data
link or the message indicates that there is a failure in Adaptive Cruise. To enable standard Cruise
Control, the driver must toggle the Cruise Master Switch twice within 10 seconds.
Adaptive Cruise uses a third party system to maintain a range between vehicles.

5.4.1.4 Cruise Power

Cruise Power is an optional engine rating which operations on a higher horsepower during Cruise
Control. DDEC10 automatically switches to the cruise power rating when Cruise Control is
turned on. This extra power gives the driver an incentive to run in Cruise Control whenever
possible. Cruise Power can be selected with DRS, DDDL or VEPS. For more information,
refer to section 5.9, “Engine Ratings.”

5.4.1.5 Cruise Enable

Cruise Control is in standby, but not active when the Cruise Control Enable digital input is
switched to battery ground.
The Cruise Enable switch is a normally open switch.

5.4.1.6 Set / Coast

The Set/Coast switch is a momentary switch.

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Set: Cruise Speed is set by momentarily contacting the switch to the ON position
(switching the digital input to battery ground). Cruise Control will become
active and maintain the vehicle speed present at the time.

Coast: When Cruise Control is active, the Set/Coast input can be used to reduce power
and speed by toggling the switch. Momentarily toggling and releasing the
Set/Coast switch will decrease the set point by 1 mph (1.6 km/h) increments
for Cruise Control. Holding the Set/Coast will decrease the set point by 1 mph
(1.6 km/hr.) per second. When released the Cruise Control set point will be
at the current speed.

5.4.1.7 Resume / Accel

The Resume/Accel switch is a momentary switch.

Resume: If Cruise Control has been disabled with the service brake or the clutch switch,
momentary contact to the ON position (switching the input to battery ground)
restores the previously set cruise speed.

Accel: When Cruise Control is active, the Resume/Accel input can be used to increase
power and speed by toggling the switch. Momentarily toggling and releasing
the Resume/Accel switch will increase the set point by 1.24 mph (2 km/hr.)
increments for Cruise Control. Holding the Resume/Accel will increase the set
point by 1.24 mph (2 km/hr.) per second. When released the Cruise Control set
point will be at the current speed.

5.4.1.8 Pause Switch

In addition to these main controlling switches, Cruise Control may be temporarily disabled
by pressing the Pause Switch. Depending on configuration, the switch is either hardwired or
evaluated from the J1939 CCVS message. When disabled through the Pause Switch, Cruise
Control can be resumed at the previous set point by toggling the Resume Switch.

5.4.1.9 Clutch Released (Manual Transmissions)

This input indicates that the clutch is released and is used for suspending Cruise Control and
Auto Resume.
When the clutch is released, the input is at battery ground.
The digital input logic for the Clutch Switch disables Cruise Control in the unlikely event of a
broken clutch switch wire.
This switch is a normally closed switch.

All information subject to change without notice. (Rev. ) 5-15


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FEATURES

5.4.1.10 Service Brake Released (Automatic and Manual Transmissions)

This input indicates that the brake is released when switched to battery ground. If the brake is
activated, then the input is not grounded and Cruise Control is suspended. Cruise Control is
resumed by using the Resume/Accel Switch.
The input logic for the Brake Switch disables Cruise Control in the unlikely event of a broken
brake switch wire.
This switch is a normally closed switch.

5.4.1.11 Soft Cruise

Soft Cruise feature reduces the available torque at the cruise set speed. Full-load torque curve
ramps back up only after the vehicle speed drops below the cruise set speed down to a calibrated
delta. This effectively pre-filters the Cruise Control system’s torque requests and reduces the
overall fuelling required to operate the vehicle. Preliminary test results show potential for fuel
economy improvement using this feature.
The Soft Cruise feature also introduces an alternate set of engine retarder switch ON/OFF speeds
(vehicle speed triggers) based on the estimated grade of the road:
□ Steeper grades result in more aggressive engine retarder behavior
□ Mild grades reduce engine retarder engagement to maximize vehicle inertia
Parameter Group Parameter Options Default Access
0=Normal Cruise
Control, 1=Soft
Cruise Enabled,
2=Predictive Cruise
DRS, VEPS, DDDL
15 CC Mode Selection / Normal Cruise 0
7.X
as backup, 3=
Predictive Cruise
/ Soft Cruise as
backup

Table 5-7 Soft Cruise

5.4.1.12 Cruise V Speed May Exceed RSL

The CPC calculates the initial maximum vehicle speed. Normally, Max Road Speed is used as
the vehicle speed threshold. A higher vehicle speed is executed only when Cruise V Speed may
exceed RSL is enabled, otherwise Max Road Speed is used.
The logic is the CPC is based on detected accelerator pedal override events (override the current
cruise speed by means of the accelerator pedal). Whenever the calibration is set, Max Cruise Set
Speed is used as the maximum vehicle speed when in Cruise Control instead of Max Road Speed
if the vehicle speed is at or below Max Road Speed.
Whenever a Cruise Control accelerator pedal override situation occurs and the current cruise set
speed is already above Max Road Speed, the current vehicle speed is maintained as vehicle speed
threshold for the Road Speed Limiter governor.

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

The parameters for Cruise V Speed are Max Road Speed (the vehicle speed limit not in cruise),
Max Cruise Set Speed (active Cruise Control with no accelerator pedal override) and Cruise V
Speed May exceed RSL (Cruise control driving above the legal speed limit and accelerator pedal
override by driver). These parameters are listed in the table.

Parameter
Parameter Description Options Default Access
Group
Min Cruise Set Minimum road speed DDDL 7.X,
15 8 – 152 km/hr 32 km/hr
Speed for Cruise Control DRS, VEPS
Cruise Control vehicle
Max Cruise Set DDDL 7.X,
15 set speed cannot be 48–152 km/hr 104.6 km/hr
Speed DRS, VEPS
faster than this value.
Set Speed
Increment
increment for every DDDL 7.X,
15 Cruise Set 0–10 km/hr 1.6 km/hr
Resume/Accel switch VEPS, DRS
Speed
momentary press.
Set Speed decrement
Decrement
for every Set/Coast DDDL 7.X,
15 Cruise Set 0–10 km/hr 1.6 km/hr
switch momentary VEPS, DRS
Speed
press.
0 – Disable
1 – Enable automatic cruise
Enables or disables resume function after clutch
Enable Cruise DDDL 7.X,
15 the auto resume has been released once 0
Auto Resume DRS, VEPS
feature. 2 – Enable after clutch
released twice
3 – Resume AMT Style
0 – High Power
Enables Cruise Power 0 – High
15 Cruise Power 1 – Low Power Only VEPS, DRS
function Power
2 – Cruise Power Enabled
0 – Disable
Cruise Control Enables or disables
1 – Enable automatic DDDL 7.X,
10 Enable Engine the engine brakes 0
engine brake operation DRS, VEPS
Brk during Cruise Control.
with Cruise Control
Enables engine brake
0 = Off
on road speed limiter.
Road Spd Limit 1 = Low
10 Engine brake will 0 DRS, VEPS
Max Stage Num 2 = Medium
come on automatically
3 = High
if value >0.

Table 5-8 Cruise Control Parameters

5.4.2 PREDICTIVE CRUISE CONTROL (PCC)

The PCC was developed to improve fuel economy. The basic idea is using the vehicle’s inertia
or momentum by going downhill or uphill by changing the drivers cruise set speed according
the topology of the terrain. The Software allows the CPC (Common Powertrain Controller) to
support predictive cruise control (PCC) functionality.
The PCC ECU is a unit which has road map data stored and a GPS sensor. By comparing current
position with the stored map data, the PCC unit is able to “foresee” a coming hill and therefore
change the driver’s cruise set speed.

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FEATURES

Changing the driver’s cruise set speed is done via CAN communication. The PCC unit
communicates with the GPS sensor over a serial link and the rest of the vehicle over the J1939
CAN link.

5.4.2.1 PCC State Transition

The state diagram that describes the PCC logic is demonstrated in the graphic below.

Figure 5-2 PCC State Diagram

5.4.2.2 PCC Set Speed Calculation

CPC will only honor a PCC desired cruise set speed when the PCC is in active state.
The cruise set speed evaluation is determined by the driver’s cruise set speed plus an offset, which
is calculated from the PCC requested cruise set speed. The CPC will then calculate the difference
between PCC desired cruise set speed and the driver’s cruise set speed, where the driver’s cruise
set speed is identical to the display value. The difference vehicle speed is then limited by a
lower speed bound and an upper speed bound.
If PCC is switched off or if the PCC desired cruise set speed changes fast, a gradient limitation
with an adjustable ramp rate, is applied to the difference vehicle speed allowing a smooth
transition. The final cruise set speed is determined by the driver’s cruise set speed plus the
calculated offset.

5.4.2.3 PCC Heartbeat

The PCC is required to periodically transmit a ‘heartbeat’ message over the j1939 link in the PCC
status 1 message, to inform the CPC 2 of its status. The pccs1 message is expected to arrive every
40 ms, which in turn increments a rolling counter.

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DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.4.2.4 Programming Requirements And Flexibility

Parameter
Parameter Description Options Default Access
Group
0=OVS with
Predictive Cruise
PCC Eng Brake standard thresh., DDDL 7.X, DRS,
54 Engine Brake 0
Mode 1=OVS with VEPS
Activation
alternate thresh.
0=RSL limit
Predictive Cruise only, PCC offset
DDDL 7.X, DRS,
54 PCC RSL Mode Road Speed ignored, 1=RSL 0
VEPS
Limiter Mode limit add PCC
offset
0=Normal Cruise
Control, 1=Soft
Cruise Enabled,
Regular Cruise 2=Predictive
Cruise Control Control/Active Cruise / DDDL 7.X, DRS,
15 0
Mode Selection Cruise Control Normal Cruise VEPS
Mode as backup,
3=Predictive
Cruise / Soft
Cruise as backup

Table 5-9 Predictive Cruise Control Parameters

5.4.3 INSTALLATION

The following is a list of switches and CPC2+ sensors that are required for Cruise Control
operation.
□ Cruise Control ON/OFF (Switch or J1939)
□ Service Brake (Switch or J1939)
□ Clutch Released for Manual Transmission (Switch or J1939)
□ Set/Coast (Switch or J1939)
□ Resume/Accel (Switch or J1939)
□ Vehicle Speed Sensor (or J1939)
See Figure 5-3 for a diagram of the Cruise Control circuit.

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FEATURES

Figure 5-3 Cruise Control Circuit

5.4.4 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

To configure an engine for Cruise Control, the digital inputs listed in Table 5-10 must be
selected. These parameters can be set with VEPS or DRS. Refer to section 4.1, “ Inputs,” for
more information.
Parameter
Parameter Options Default Access
Group
0 = Disable
1 = 1Clutch
13 4 08 DI Selection 1 = 1Clutch Switch VEPS, DRS
Switch
2 = PTO Request for AGS2
0 = Hardwired
Trans Neutral Input
13 1 = Info from J1939 0 = Hardwired VEPS, DRS
Config
255 = Not Available
0 = Hardwired
Service Brake Switch 1 = CCVS1
13 0 = Hardwired VEPS, DRS
Config 2 = CCVS2
3 = CCVS3

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DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Parameter
Parameter Options Default Access
Group
0 = Hardwired
CC ON OFF Switch 1 = CCVS1
13 0 = Hardwired VEPS, DRS
Config 2 = CCVS2
3 = CCVS3
0 = Hardwired
1 = CCVS1
2 = CCVS2
3 = CCVS3
4 – CCVS1 or CCVS2
5 – CCVS2 or CCVS3
6 – CCVS1 or CCVS3
7 — CCVS1 or CCVS2
or CCVS3
CC Set Cst Res Accel 8 – CCVS1 or hardwired
13 0 = Hardwired VEPS, DRS
Config 9 – CCVS2 or hardwired
10 – CCVS3 or hardwired
11 – CCVS1 or CCVS2
or hardwired
12 – CCVS2 or CCVS3
or hardwired
13 – CCVS1 or CCVS3
or hardwired
14 – CCVS1 or CCVS2 or
CCVS3 or hardwired
0 = No Clutch Switch
1 = 1 Clutch Switch
2 = 2 Clutch Switch*
0 = No Clutch
13 Clutch Switch Config 3 = CCVS1 VEPS, DRS
Switch
4 = CCVS2
5 = CCVS3
6 = ETC1

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FEATURES

Parameter
Parameter Options Default Access
Group
0 - Hardwired
1 – CCVS1
2 – CCVS2
3 – CCVS3
4 – CCVS1 or CCVS2
5 – CCVS2 or CCVS3
6 – CCVS1 or CCVS3
7 — CCVS1 or CCVS2
or CCVS3
8 – CCVS1 or hardwired
13 CC Pause Switch Config 0 = Disabled VEPS, DRS
9 – CCVS2 or hardwired
10 – CCVS3 or hardwired
11 – CCVS1 or CCVS2
or hardwired
12 – CCVS2 or CCVS3
or hardwired
13 – CCVS1 or CCVS3
or hardwired
14 – CCVS1 or CCVS2 or
CCVS3 or hardwired
0 = Off
Road Spd Limit Max 1 = Low
10 0 VEPS, DRS
Stage Num† 2 = Medium
3 = High
* Not supported in NAFTA
† This parameter will enable engine brake on road speed limiter. Engine brake will come on automatically
if the value of the option >0.

Table 5-10 Cruise Control Input Configuration

A Vehicle Speed Sensor must be configured for Cruise Control. Refer to section 3.9.7, "Vehicle
Speed Sensor," for additional information.
For multiplexed inputs, refer to section 4.2, “Switch Inputs Received Over the J1939 Data Link,”
for additional information.
The Cruise Control parameters are listed in Table 5-11.

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DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Parameter
Parameter Description Options Default Access
Group
Min Cruise Set Minimum road speed DDDL, DRS,
15 16 – 152 km/hr. 32 km/hr.
Speed for Cruise Control VEPS
Cruise Control vehicle
Max Cruise Set 104.6 DDDL, DRS,
15 set speed cannot be 48–152 km/hr.
Speed km/hr. VEPS
faster than this value.
Set Speed
Increment
increment for every DDDL, VEPS,
15 Cruise Set 0–10 km/hr. 1.6 km/hr.
Resume/Accel switch DRS
Speed
momentary press.
Set Speed decrement
Decrement
for every Set/Coast DDDL, VEPS,
15 Cruise Set 0–10 km/hr. 1.6 km/hr.
switch momentary DRS
Speed
press.
0 – Disable
1 – Enable automatic cruise
Enables or disables resume function after clutch
Enable Cruise DDDL, DRS,
15 the auto resume has been released once 0
Auto Resume VEPS
feature. 2 – Enable after clutch
released twice
3 – Resume AMT Style
0 – High Power
Enables Cruise Power 0 – High
15 Cruise Power 1 – Low Power Only VEPS, DRS
function Power
2 – Cruise Power Enabled
0 – Disable
Cruise Control Enables or disables
1 – Enable automatic DDDL, DRS,
10 Enable Engine the engine brakes 0
engine brake operation VEPS
Brk during Cruise Control.
with Cruise Control
Adaptive Cruise Enables/Disables the 0 – Disable
43 0 DRS, VEPS
Control feature. 1 – Enable
Enables engine brake
0 = Off
on road speed limiter.
Road Spd Limit 1 = Low
10 Engine brake will 0 DRS, VEPS
Max Stage Num 2 = Medium
come on automatically
3 = High
if value >0.

Table 5-11 Cruise Control Parameters

Parameter
Parameter Description Options Default Setting Access
Group
0 = Disable
Enables / 1 = Eaton Vorad Adaptive
Adaptive DRS,
43 Disables the Cruise Device 0 2
Cruise Control VEPS
feature 2 = Meritor Wabco Adaptive
Cruise Device

Table 5-12 Meritor Wabco Adaptive Cruise Control

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FEATURES

Parameter
Parameter Description Options Default Setting Access
Group
0 = Disable
Enables / 1 = Eaton Vorad Adaptive
Adaptive DRS,
43 Disables the Cruise Device 0 1
Cruise Control VEPS
feature 2 = Meritor Wabco Adaptive
Cruise Device
0 = Disable
1 = Enable automatic cruise
Enables /
Enable Cruise resume function after clutch DRS,
15 Disables the 0 3
Auto Resume has been released once VEPS
auto feature
2 = Release clutch twice
3 = Resume AMT style

Table 5-13 Eaton Vorad Adaptive Cruise Control

5.4.5 INTERACTION WITH OTHER FEATURES

Cruise Control will be disabled for the following:


□ Throttle Inhibit Switch is grounded
□ VSS fault is detected
□ Hard deceleration, failure of the brake switch
□ Resume/Accel and Set/Coast switches are both grounded
□ Engine Protection Shutdown is requested
□ ACC Fault (if programmed)
If LIM0 OR LIM1 are grounded and programmed for a vehicle speed limit, the “Cruise Max Set
speed” will be limited to this value.

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DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.5 DIAGNOSTICS
Diagnostics is a standard feature of DDEC10. The purpose of this feature is to provide
information for problem identification and problem solving in the form of a code. The MCM2 and
CPC2+ continuously perform self diagnostic checks and monitors the other system components.
Information for problem identification and problem solving is enhanced by the detection of faults,
retention of fault codes and separation of active from inactive codes.

5.5.1 OPERATION

The engine-mounted MCM2 includes control logic to provide overall engine management.
System diagnostic checks are made at ignition on and continue throughout all engine operating
modes. The ACM2 monitors the Aftertreatment and SCR system.
Sensors provide information to the MCM2, CPC2+ and ACM2 regarding various engine and
vehicle performance characteristics. The information is used to regulate engine and vehicle
performance, provide diagnostic information, and activate the engine protection system.
The instrument panel lamps are listed in Table 5-14.

NOTE:
The MCM2, CPC2+ and ACM2 save error codes into memory after the ignition is turned
off. The codes will not be stored if there is an interruption of battery power or recycling
of the ignition.

The AWL or MIL is illuminated and a code is stored if an electronic system fault occurs. This
indicates the problem should be diagnosed as soon as possible. The CPC2+ illuminates the AWL
or MIL and RSL and stores a malfunction code if a potentially engine damaging fault is detected.
These codes can be accessed in one of two ways:
□ Commercially available J1939 diagnostic tools
□ Detroit Diesel Diagnostic Link® (DDDL)
There are two types of diagnostic codes:
□ An active code - a fault present at the time when checking for codes
□ An inactive code - a fault which has previously occurred; inactive codes are logged into the
CPC2+ and time stamped with the following information:
The dashboard panel lamps listed in Table 5-14 alert the driver of different conditions.

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FEATURES

Lamp Lamp Name Description Driver Action

Amber Warning Lamp Indicates a fault with the Truck can be driven to end
(AWL) engine controls. of shift. Call for service.

Indicates a major engine


fault that may result in Move the truck to the
engine damage nearest safe location and
Red Stop Lamp (RSL)
Engine derate and / or shutdown the engine. Call
shutdown sequence will be for service
initiated.

Solid yellow indicates a


manual regeneration is
required.
Truck may be driven to end
Blinking yellow and
of shift. Call for service.
DPF Regeneration Lamp derate or shutdown are
Blinking light indicates
possible if back pressure
attention required now.
exceeds limits. Blinking
yellow during stationary
regeneration
Lamp may be red or
yellow. Indicates exhaust
temperature is above a
preset limit. Illuminates Truck may be driven. If
during regeneration lamp remains illuminated
High Exhaust System
process if speed below 30 for an extended period –
Temperature Lamp (HEST)
mph and during stationary longer than 40 minutes call
regeneration. When rpm for service.
is elevated for a parked
regen, the lamp will flash
once every ten seconds.

Yellow lamp Indicates a


failure of an Emission
Malfunction Indicator Control device. May Truck may be driven to end
Lamp (MIL) illuminate at the same time of the shift. Call for service
as the Amber Warning
Lamp

Diesel Exhaust Fluid Yellow lamp indicates the Drive action is


(DEF) Low Lamp DEF level is low. refer to section 3.10.4.

Table 5-14 Instrument Panel Lamps

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.6 DUAL SPEED AXLE


The Dual Speed Axle feature allows a digital input to be configured to switch between two
axle ratios for calculation of vehicle speed.

5.6.1 OPERATION

When the digital input is open the first axle ratio will be used. When the switch is grounded, the
second axle ratio will be used. The vehicle must be stopped before switching the axle ratios.

5.6.2 INSTALLATION

The Dual Speed Axle Switch is pin 1/1 on the CPC2+.

5.6.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY

The digital input listed in Table 5-15 can be configured by VEPS or DRS.

Parameter
Parameter Options Default Access
Group
0 = Hardwired
2nd Axle Speed Switch 1 = CCVS1 VEPS,
13 0 = Hardwired
Config 2 = CCVS2 DRS
3 = CCVS3
0 = Disable
1 = Enable Dual Speed Axle
2 = Enable Transmission Retarder Input VEPS,
13 1 01 DI Selection 0 = Disable
3=Clutch switch DRS
4=EvoBus Cruise Control Lever
Quit signal

Table 5-15 Dual Speed Axle Digital Input

Both axle ratios listed in Table 5-16 must also be programmed with VEPS, DRS or DDDL.

Parameter
Parameter Description Range Default
Group
Indicates the first axle ratio
8 Axle Ratio 1.0 – 20.00 5.29
of the vehicle.
Two Spd Axle Indicates the second axle
8 1.0 – 20.00 5.29
Second Axle Ratio ratio of the vehicle.

Table 5-16 Programming the Axle Ratios

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FEATURES

THIS PAGE INTENTIONALLY LEFT BLANK

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.7 ENGINE BRAKE CONTROLS


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

5.7.1 OPERATION

A dash mounted On/Off Switch is used to enable the Engine Brake option. DDEC10 will directly
control the engine brake solenoids and turbocharger VGT position to produce the desired low,
medium, or high braking power.
The following conditions must be met for engine brakes to be activated:
□ Percent throttle <4%
□ Driveline open – engine speed >1100 rpm
□ Driveline closed – engine speed >800 rpm
□ Road Speed > 0 mph (programmable)
□ ABS not active
□ Clutch pedal released (if equipped)
□ Engine not fueling
□ Engine not in PTO mode
□ Torque converter in lockup (automatic transmission)
The following are features and options for Engine Brake:
□ Cruise Control or Road Speed Limit with Engine Brake
□ Engine Brake Disable
□ Engine Brake Active
□ Dynamic Fan Braking
□ Clutch Released Input
□ Service Brake Control of Engine Brakes
□ Min. mph for Engine Brakes

5.7.1.1 Service Brake Control of Engine Brakes

This option allows the engine brakes switches to be ON but not engage the engine brakes until
the service brake is pressed.

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FEATURES

5.7.1.2 Cruise Control or Road Speed Limit with Engine Brake

The Engine Brake option can also provide Engine Brake capability when the vehicle is in Cruise
Control or Road Speed Limit. For example, if the vehicle is going down hill in Cruise Control
while the engine brake is selected, the ECU will control the amount of Engine Brake with respect
to the Cruise Control set speed. The level of Engine Brake (low, medium, high) selected with the
dash switches will be the maximum amount of engine braking the ECU allows.
Each engine braking level has a hysteresis for actuating the engine brake or for deactivating
the engine brake.

5.7.1.3 Engine Brake Disable

The Engine Brake Disable option uses an input which is switched to ground whenever a vehicle
system, such as a traction control device, does not allow engine braking to occur. This option is
required for most automatic transmissions.
DDEC10 also supports the J1939 message to disable engine brakes (TSC1 command to source
address 15).

5.7.1.4 Engine Brake Active

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

5.7.1.5 Dynamic Fan Braking

The Dynamic Fan Braking option turns on the cooling fan when the engine brake level is high
and DDEC 10 fan control is enabled. This creates about 20 to 40 hp additional engine braking
power depending on the size of the cooling fan. For additional information, refer to section
5.11, "Fan Controls."

5.7.1.6 Clutch Released Input

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

5.7.1.7 Min Vehicle Speed for Engine Brakes

This option will disable the engine brakes until a minimum vehicle speed is reached. A Vehicle
Speed Sensor (VSS) is required. Refer to section 3.9.7, "Vehicle Speed Sensor," for additional
information.

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.7.2 INSTALLATION

See Figure 5-4 for a DDEC10 internal engine brake schematic.

Figure 5-4 Engine Brake for DDEC10

5.7.3 PROGRAMMING REQUIREMENTS AND FLEXIBILITY

Engine Brake must be specified at the time of engine order. This enables the two digital outputs
required in the MCM2. The Jake Brake configuration parameters are listed in Table 5-17.

CPC2+
Parameter Parameter Description Options Settings Access
Group
0 = No Engine Brake
1 = Decompression Valve Only or
Engine Enables the type Exhaust Flap Only
VEPS,
10 Brake Con- of engine brake 2 = Decompression Valve & Exhaust 3
DRS
figuration required Flap
3 = Jake Compression Brake or Brake
Gate
0 = No Engine Brake
16 = Exhaust Flap Only
Mask 17 = Jake Brake 2nd Stage
Stage
determines 64 = Decompression Valve Only or
1 Mask VEPS,
10 which device Jake Brake 1st Stage 64
Engine DRS
turns on for low 80 = Decompression Valve & Exhaust
Brake
braking Flap
81 = Decompression Valve & Brake
Gate or Jake Brake 3rd Stage
Stage 1 Factor
Factor determines the VEPS,
10 0 – 100% 100
Engine amount of low DRS
Brake braking

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FEATURES

CPC2+
Parameter Parameter Description Options Settings Access
Group
0 = No Engine Brake
16 = Exhaust Flap Only
Mask 17 = Jake Brake 2nd Stage
Stage
determines 64 = Decompression Valve Only or
2 Mask VEPS,
10 which device Jake Brake 1st Stage 17
Engine DRS
turns on for 80 = Decompression Valve & Exhaust
Brake
medium braking Flap
81 = Decompression Valve & Brake
Gate or Jake Brake 3rd Stage
Stage 2 Factor
Factor determines VEPS,
10 0 – 100% 100
Engine the amount of DRS
Brake medium braking
0 = No Engine Brake
16 = Exhaust Flap Only
Mask 17 = Jake Brake 2nd Stage
Stage
determines 64 = Decompression Valve Only or
3 Mask VEPS,
10 which device Jake Brake 1st Stage 81
Engine DRS
turns on for high 80 = Decompression Valve & Exhaust
Brake
braking Flap
81 = Decompression Valve & Brake
Gate or Jake Brake 3rd Stage
Stage 3 Factor
Factor determines the VEPS,
10 0 – 100% 100
Engine amount of high DRS
Brake braking
0 = No Engine Brake
16 = Exhaust Flap Only
17 = Jake Brake 2nd Stage
Trans Mask 64 = Decompression Valve Only or
VEPS,
10 Engine — Jake Brake 1st Stage 81
DRS
Brake 80 = Decompression Valve & Exhaust
Flap
81 = Decompression Valve & Brake
Gate or Jake Brake 3rd Stage
Trans Factor
Factor determines the VEPS,
10 0–100% 100
Engine amount of high DRS
Brake braking
0 = Disable
1 = Enable Engine Door Bus
4 18 DI 2 = Enable Engine Hood
VEPS,
13 Selection — 3 = AGS2 PTO Feedback 0
DRS
(Optional) 4 = RPM Freeze
5 = Engine Brake Disable
6 = Fast Engine Heat-up Switch
Eng Brake 0 = Hardwired
VEPS,
13 Switch — 1 = Info from J1939 0
DRS
Config 255 = Not Available

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

CPC2+
Parameter Parameter Description Options Settings Access
Group
0 = Variable Controlled Brake
J1939 Steps 1 = 1 Step
VEPS or
10 Engine — 2 = Low/High Steps 2 or 3
DRS
Brake 3 = Low/Med/High Steps
255 = Not Configured
J1939
3 = Jake or Constant Throttle Brake
Engine VEPS or
10 — 4 = Exhaust Flap 3
Retarder DRS
255 = Not Configured
Config
0 = No Engine Brake
16 = Exhaust Flap Only
64 = Decompression Valve Only or
ACC Mask
Jake Brake 1st Stage VEPS or
10 Engine 81
80 = Decompression Valve & Exhaust DRS
Brake
Flap
81 = Decompression Valve & Brake
Gate or Jake Brake 3rd Stage
0 = No Engine Brake
16 = Exhaust Flap Only
64 = Decompression Valve Only or
OI Mask
Jake Brake 1st Stage VEPS or
10 Engine 64
80 = Decompression Valve & Exhaust DRS
Brake
Flap
81 = Decompression Valve & Brake
Gate or Jake Brake 3rd Stage

Table 5-17 CPC2+ Configuration Parameter for Jake Brake Applications

The parameters listed in Table 5-18 are for the Cruise Control and Road Speed Limit Engine
Brake option.

All information subject to change without notice. (Rev. ) 5-33


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FEATURES

CPC2+
Parameter Parameter Description Options Default Access
Group
Allows the engine brake to be
used while on cruise control or
VEPS,
Cruise Control the road speed limit if the vehicle 0 = Disable
10 0 = Disable DRS,
Enable Eng Brk exceeds the cruise set speed 1 = Enable
DDDL
or road speed limit. Automatic
engine brake with Cruise Control.
VEPS,
Hi Eng Brk Max CC/RSL vehicle-over-speed for
10 0–48 km/h 10 km/h DRS,
Cruise RSL Spd engine brake stage 3 activation
DDDL
VEPS,
Hi Eng Brk Min CC/RSL vehicle-over-speed for
10 0–48 km/h 6 km/h DRS,
Cruise RSL Spd engine brake stage 3 deactivation
DDDL
Low Eng Brk VEPS,
CC/RSL vehicle-over-speed for
10 Max Cruise 0–48 km/h 5 km/h DRS,
engine brake stage 1 activation
RSL Spd DDDL
Low Eng Brk VEPS,
CC/RSL vehicle-over-speed for
10 Min Cruise 0–48 km/h 2 km/h DRS,
engine brake stage 1 deactivation
RSL Spd DDDL
Med Eng Brk VEPS,
CC/RSL vehicle-over-speed for
10 Max Cruise 0–48 km/h 7 km/h DRS,
engine brake stage 2 activation
RSL Spd DDDL
Med Eng Brk VEPS,
CC/RSL vehicle-over-speed for
10 Min Cruise 0–48 km/h 5 km/h DRS,
engine brake stage 2 deactivation
RSL Spd DDDL
VEPS,
Min Eng Spd for Minimum engine speed for Engine
10 0–4000 rpm 1100 rpm DRS,
Engine Brakes Brake operation.
DDDL
0 = Off
Enables engine brake on road
Road Spd Limit 1 = Low DRS,
10 speed limiter. Engine brake will 0
Max Stage Num 2 = Medium VEPS
come on automatically if value >0.
3 = High

Table 5-18 Cruise Control and Road Speed Limit Engine Brake Parameters

The optional digital output listed in Table 5-19 can be used to drive an Engine Brake Active Lamp.

CPC2+
Parameter Parameter Setting Options Default Access
Group
0 = Disabled
1 = Not Used
2 = AGS2 Backup Lamp
3 09 DO 3 = Engine Brake VEPS,
35 3 = Engine Brake Active 0 = Disabled
Selection Active DRS
4 = Oil Temp High Lamp*
5 = FUSO Engine Brake
Active Lamp*
*Not Supported in NAFTA

Table 5-19 Optional Digital Output for Engine Brakes

The parameter listed in Table 5-20 is for Service Brake Control of the Engine Brakes option.

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

CPC2+
Parameter Parameter Description Options Default
Group
0 = Disable
When this function is
1 = Enable automatic engine
enabled, an input from
Service Brk brake when applied service
the service brake is
10 Enable Eng brake 0 = Disable
required in order to
Brakes 2 = Operator selection and
activate the engine
service brake for engine brake
brake.
activation

Table 5-20 Service Brake Control of Engine Brakes Parameter

The parameter listed in Table 5-21 is the Minimum Vehicle Speed needed for engine braking to
occur.

CPC2+
Parameter Parameter Description Options Default
Group
Min Road Spd Eng The minimum vehicle speed required
10 0–200 KPH 0 KPH
Brk Operation before engine braking will occur.

Table 5-21 Minimum mph for Engine Brakes Option

5.7.3.1 Evobus 5-Stage Retarder

A 5-Stage Retarder Feature is available for Evobus. The CPC processes digital input signals
coming from a 5-stage retarder lever that is wired in the following manner:

2 14 DI Selection Stage #1
2 15 DI Selection Stage #2
Stage #3 (remote throttle or fast engine heat
2 08 DI Selection
up switch can not be used)
1 17 DI Selection Stage #4 (throttle inhibit input can not be used)
2 13 DI Selection Stage #5.(fan override switch can not be used)
1 10 DI Selection Off position monitoring input

The retarder torque request is mapped in equal increments according to the lever position (e.g.
stage #1 equals 20%, stage #2 equals 40 %,etc.). The requested retarder percentage is transmitted
on the J1939 link to the Retarder ECU using the message ERC1, SPN1716 Retarder Selection,
non engine. The source address of the message is set to 0x21 whenever the Retarder Lever
Enable Parameter is calibrated.

NOTE:
When using multiplexed EBM switches, enabling of the DiFlex13 and DiFlex14 inputs is
not necessary.

All information subject to change without notice. (Rev. ) 5-35


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FEATURES

Input State Parameter CPC2 Pin Retarder Selection


Stage 0 (off): 1 10 DI Selection 1 / 10 0%
Stage 1: 2 14 DI Selection 2 / 14 20%
Stage 2: 2 15 DI Selection 2 / 15 40%
Stage 3: 2 08 DI Selection 2 / 8 60%
Stage 4: 1 17 DI Selection 1 / 17 80%
Stage 5: 2 13 DI Selection 2 / 13 100%

Table 5-22 Retarder Selection and Function

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Parameter
Parameter Description Options Default Access
Group
Evobus 5 stage
Evobus Retarder 0=disable,
13 retarder switch 0 DRS, VEPS
Level Enable 1=enable
enable
0=disable,
1=enable AUX
shutdown,
2=FUSO
Configuration DDDL 7.X, DRS,
13 1 10 DI Selection Accelerator 0
input DiFlex20 VEPS
switch,
3=Evobus
retarder lever
stage0
0=disable,
1=engine brake
Configuration
13 2 14 DI Selection low, 2=Evobus 1 DRS, VEPS
input DiFlex13
retarder lever
stage1
0=disable,
1–engine brake
Configuration
13 2 15 DI Selection high, 2=Evobus 1 DRS, VEPS
input DiFlex14
retarder lever
stage2
0=disable,
1=Remote-
Throttle enable,
Configuration 2=Fast Engine DDDL 7.X, DRS,
13 2 08 DI Selection 0
input DiFlex16 Heat Up Switch, VEPS
3=Evobus
retarder lever
stage3
0=disable,
1=throttle inhibit,
Configuration
13 1 17 DI Selection 2=Evobus 1 DRS, VEPS
input DiFlex07
retarder lever
stage4
0=disable, 1=fan
override switch,
Configuration
13 2 13 DI Selection 2=Evobus 1 DRS, VEPS
input DiFlex12
retarder lever
stage5

Table 5-23 Evobus 5-Stage Retarder Option

5.7.4 INTERACTION WITH OTHER FEATURES

DDEC 10 will respond to requests from other vehicle systems via SAE J1939 Data Link to
disable the engine brakes.

All information subject to change without notice. (Rev. ) 5-37


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.8 ENGINE PROTECTION


The DDEC10 Engine Protection system monitors all engine sensors and electronic components,
and recognizes system malfunctions. If a critical fault is detected, the Amber Warning Lamp
(AWL) and Red Stop Lamp (RSL) illuminate. The malfunction codes are logged into the
CPC2+'s memory.
The standard parameters which are monitored for engine protection are:
□ Low coolant level
□ High coolant temperature
□ Low oil pressure
□ High soot level (DPF)
□ DPF Regeneration

5.8.1 OPERATION

Engine Protection is a vital part of MCM2/CPC2+ programming and software. DDEC10 monitors
coolant level, various pressures and temperatures, and compares these parameters against the
allowable limits to determine when a critical fault is reached. The AWL is illuminated and a code
logged if there is an electronic system fault. This indicates the problem should be diagnosed as
soon as possible. The CPC2+ illuminates the AWL and RSL and stores a malfunction code if
a potentially engine damaging fault is detected. Once a critical fault is reached, the AWL and
RSL are illuminated and a 60 (coolant temp, coolant level, oil level) or 30 (oil pressure or DPF)
second timer starts a countdown to the desired level of protection. The AWL will flash for 20 – 30
seconds and the RSL will flash for 10 seconds before the engine shuts down. The flashing will
occur only if protection shutdown is enabled. Temperature and pressure limits are established in
the engine calibration and may differ slightly from one engine model to another.
Engine Protection consists of different protection levels:
□ Warning
□ Shutdown

5.8.1.1 Warning

The AWL illuminates when the parameter value falls below the pre-warning level. Speed
and/or torque may be limited based on the engine protection parameter. The operation has the
responsibility to take action to avoid engine damage. No shutdown will occur.

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5.8.1.2 Shutdown

Speed and/or torque may be limited based on the engine protection parameter. The engine shuts
down 60 seconds (for coolant level or coolant temperature) or 30 seconds (oil pressure or DPF)
after the RSL is illuminated. The AWL will flash 20–30 seconds before the shutdown. The RSL
will flash 10 seconds before the shutdown.

NOTE:
Cluster response may vary based on OEM and revision level.

5.8.2 STOP ENGINE OVERRIDE OPTION

The Stop Engine Override Switch is used for a momentary override. DDEC10 will record the
number of times the override is activated after a fault occurs.

NOTE:
This switch is REQUIRED for all applications except fire truck.

Momentary Override - An SEO switch is used to override the shutdown sequence. This override
resets the 60 second (30 seconds for oil pressure) shutdown timer. The switch must be recycled
after five seconds to obtain a subsequent override.

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

An additional override will occur when a DPF soot load or diagnostic shutdown is in progress and
the CPC2+ is requesting a DPF regeneration. This will give a blocked or sooty DPF the chance to
be cleared before determining whether to shutdown the engine.

5.8.3 PROGRAMMING REQUIREMENTS & FLEXIBILITY

DDEC 10 is programmed with pressure, temperature, and level protection limits for each
parameter monitored. Rampdown is always enabled. Shutdown can be configured for certain
parameters.
DDEC 10 engine protection system parameters are listed in Table 5-24.

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Parameter
Parameter Description Options Default Access
Group
Enable/Disable
DDDL,
Coolant Temp Eng shutdown for 0 = Warning 1 = Engine
18 DRS,
Protect Shtn high coolant 1 = Engine Shutdown Shutdown
VEPS
temperature
Enable/Disable DDDL,
Coolant Level Eng 0 = Warning 1 = Engine
18 shutdown for low DRS,
Protect Shtn 1 = Engine Shutdown Shutdown
coolant level VEPS
Enable/Disable DDDL,
Oil Press Eng 0 = Warning 1 = Engine
18 shutdown for low DRS,
Protect Shtn 1 = Engine Shutdown Shutdown
oil pressure VEPS
Enable/Disable DDDL,
Oil Level Eng 0 = Warning 1 = Engine
18 shutdown for low DRS,
Protect Shtn 1 = Engine Shutdown Shutdown
oil level VEPS

Table 5-24 Engine Protection

The shutdown times are listed in Table 5-25.

School Bus
Parameter All Other
Parameter Range Default Applications Access
Group Applications
Only
18 Oil Pressure 30–60 sec. 30 sec. 60 sec. 30 sec. DRS,
Shtdn Time VEPS
18 Eng Protect 1 30–60 sec. 30 sec. 60 sec. 30 sec. DRS,
Shtdn Time VEPS

Table 5-25 Shutdown Times

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.9 ENGINE RATINGS


Engine ratings are designed by horsepower and engine speed. The Cruise Power parameter in
the CPC2+ must be set up to the designated horsepower requested by the customer. This can be
changed with VEPS, DRS or DDDL.

5.9.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY

The DD Platform engine ratings are listed in the following table.

All information subject to change without notice. (Rev. ) 5-43


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DD13 Rating EPA2010 Rating Code Cruise Power Settings


350 HP@1800 RPM, 2080 MLF4 1-LOW POWER
GOV-1350 LBFT@1100
RPM
380 HP@1800 RPM, 2080 MLF4 0-HIGH POWER
GOV-1350 LBFT@1100
RPM
380 HP@1800 RPM, 2080 MLF5 1-LOW POWER
GOV-1450 LBFT@1100
RPM
410 HP@1800 RPM, 2080 MLF5 0-HIGH POWER
GOV-1450 LBFT@1100
RPM
410 HP@1800 RPM, 2080 MLF7 1-LOW POWER
GOV-1550 LBFT@1100
RPM
450 HP@1800 RPM, 2080 MLF7 0-HIGH POWER
GOV-1550 LBFT@1100
RPM
410 HP@1800 RPM, 2080 MLF8 1-LOW POWER
GOV-1650 LBFT@1130
RPM
450 HP@1800 RPM, 2080 MLF8 0-HIGH POWER
GOV-1650 LBFT@1130
RPM
435 HP@1800 RPM, 2080 MLF6 0-HIGH POWER
GOV-1550 LBFT@1100
RPM
370 HP@1800 RPM, 2080 MLF3 0-HIGH POWER
GOV-1250 LBFT@1100
RPM
470 HP@1800 RPM, 2080 MLF9 0-HIGH POWER 113 Cascadia w/ 1us Only
GOV-1650 LBFT@1130
RPM
DD13 Multi-Torque Engine Ratings
380 HP@1800 RPM, MLG1 0-HIGH POWER MULTI-TORQUE (Need to
2080 GOV-1350/1550 set up low end torque limit)
LBFT@1100 RPM
410 HP@1800 RPM, MLG2 0-HIGH POWER MULTI-TORQUE (Need to
2080 GOV-1450/1650 set up low end torque limit)
LBFT@1130 RPM

Table 5-26 DD13 Rating EPA2010

5-44 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

DD15 Rating EPA2010 Rating Code Cruise Power Settings


455 HP @ 1800 RPM, MLA0 1-LOW POWER
2080 RPM GOV - 1550
LBFT @ 1100 RPM
455/475 HP @ 1800 RPM, MLA0 2-CRUISE POWER
2080 RPM GOV - 1550
LBFT @ 1100 RPM
455 HP @ 1800 RPM, MLA1 1-LOW POWER
2080 RPM GOV - 1650
LBFT @ 1100 RPM
(FLEET SPEC)
505 HP @ 1800 RPM, MLA1 0-HIGH POWER
2080 RPM GOV - 1650
LBFT @ 1100 RPM
475 HP @ 1800 RPM, MLA2 0-HIGH POWER
2080 RPM GOV - 1650
LBFT @ 1100 RPM
475/505 HP @ 1800 RPM, MLA3 2-CRUISE POWER
2080 RPM GOV - 1650
LBFT @ 1100 RPM
475 HP @ 1800 RPM, MLA5 1-LOW POWER
2080 RPM GOV - 1850
LBFT @ 1100 RPM
530 HP @ 1800 RPM, MLA5 0-HIGH POWER
2080 RPM GOV - 1850
LBFT @ 1100 RPM
500 HP @ 1800 RPM, MLA6 1-LOW POWER
2080 RPM GOV - 1850
LBFT @ 1100 RPM
560 HP @ 1800 RPM, MLA6 0-HIGH POWER
2080 RPM GOV - 1850
LBFT @ 1100 RPM
DD15 Multi-Torque Engine Ratings
455 HP @ 1800 RPM, MLA7 0-HIGH POWER MULTI-TORQUE (Need to
2080 RPM GOV - set up low end torque limit)
1550/1750 LBFT @ 1100
RPM
475 HP @ 1800 RPM, MLA8 0-HIGH POWER MULTI-TORQUE (Need to
2080 RPM GOV - set up low end torque limit)
1650/1850 LBFT @ 1100
RPM

Table 5-27 DD15 Rating EPA2010

All information subject to change without notice. (Rev. ) 5-45


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FEATURES

DD16 Rating EPA2010 Rating Code Cruise Power Settings


535 HP @ 1800 RPM, MLG5 0-HIGH POWER
2080 RPM GOV - 1750
LBFT @ 1100 RPM
500 HP @ 1800 RPM, MLG6 1-LOW POWER
2080 RPM GOV - 1850
LBFT @ 1100 RPM
550 HP @ 1800 RPM, MLG6 0-HIGH POWER
2080 RPM GOV - 1850
LBFT @ 1100 RPM
600 HP @ 1800 RPM, MLG7 0-HIGH POWER
2080 RPM GOV - 1850
LBFT @ 1100 RPM
600 HP @ 1800 RPM, MLH2 0-HIGH POWER
2080 RPM GOV - 2050
LBFT @ 1100 RPM
500 HP @ 1800 RPM, MLH1 1-LOW POWER
2080 RPM GOV - 2050
LBFT @ 1100 RPM
550 HP @ 1800 RPM, MLH1 0-HIGH POWER
2080 RPM GOV - 2050
LBFT @ 1100 RPM
475 HP @ 1800 RPM, MLG4 1-LOW POWER
2080 RPM GOV - 1750
LBFT @ 1100 RPM
500 HP @ 1800 RPM, MLG4 0-HIGH POWER
2080 RPM GOV - 1750
LBFT @ 1100 RPM
DD16 Multi-Torque Engine Ratings
475 HP @ 1800 RPM, MLG8 0-HIGH POWER MULTI-TORQUE (Need to
2080 RPM GOV - set up low end torque limit)
1750/1950 LBFT @ 1100
RPM
500 HP @ 1800 RPM, MLG9 0-HIGH POWER MULTI-TORQUE (Need to
2080 RPM GOV - set up low end torque limit)
1850/2050 LBFT @ 1100
RPM

Table 5-28 DD16 Rating EPA2010

5-46 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.10 ENGINE STARTER CONTROL


Engine starters may be enabled by either the ignition-run key switch (KL-50) (see Figure 5-5) or
the MCM2 (see Figure 5-6).

Figure 5-5 Key Switch Starter Control

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Figure 5-6 MCM2 Starter Control

5.10.1 PROGRAMMING REQUIREMENTS & FLEXIBILITY

The Engine Starter Control settings are listed in Table 5-29.

Parameter Options Default


0 = Starter activated via key switch
Starter Type
1 = Starter activated via MCM2 0
Control
2 = Starter activated via MCM2 with Modified Diagnostics

Table 5-29 Engine Starter Control Settings — MCM2

NOTE:
Certain vehicles area equipped from the factory with option 2 programmed. This is
used on a limited basis only. Starter Type option 2 must not be programmed without
supporting Parameters and is not recommended being set.

NOTE:
If the parameter is set for MCM2 Starter Control and the starter is wired for Key Switch
control, the engine will crank but will not start.

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

For MCM2 starter applications, OEMs should provide ignition switch crank signal to pin 21/20
circuit so the MCM2 is aware of a request to start the vehicle. This will ensure that all the safety
checks are done. If the MCM2 is bypassed or does not receive a crank request signal, a no fueling
event will be experienced. Fault codes will be triggered.
The starter relay specifications are:
□ Min Relay Resistance >4 Ω
□ Max Relay Resistance <500 Ω
Current vs inductance is listed in Table 5-30.

Max Inductance (mH) Current (amps)


30 4
65 3
150 2
600 1

Table 5-30 Current vs Inductance

5.10.1.1 Starter Over Temp Crank Delay Protection (MCM2 Starter


Control)

If the starter temperature exceeds 250°C , the starter will be locked out to allow sufficient time for
the starter to cool down. The Starter Over Temp Feature is a function of the amount of time spent
cranking in the prior cranking event and the oil temperature, plus the time allowed to cool down.
The output should be the new starter time delay. This feature is not adjustable. The temperature
of the starter is retained; it will not be cleared during an ignition reset or if the engine exits crank
mode and then returns to crank mode. Wait to start lamp will illuminate during starter lockout.
For example: If the engine is cranked for 30 seconds, the vehicle should not be allowed to crank
for two minutes to allow the starter to cool down. If the engine is cranked for 25 seconds, the
vehicle should not be allowed to crank for one minute and 45 seconds.

All information subject to change without notice. (Rev. ) 5-49


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Figure 5-7 Starter Lock-out due to Starter Over-Temperature

Assuming the starter attained a temperature of 250°C (482°F) then the starter will need
approximately:
□ 2 min 21 sec to reach 125°C (257°F) at a -40°C (40°F) ambient
□ 9 min 18 sec to reach 125°C (257°F) at a 43°C (110°F) ambient
Should the starter lockout due to over-temperature be active for more than a max time of
<10 minutes, then the lockout condition will be reset. An ignition key cycle will not reset
over-temperature lockout.

5-50 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.11 FAN CONTROL


The purpose of the Fan Control feature is to electronically control engine cooling fan activation
and to provide a load for vehicle retardation, when required. DDEC10 Fan Controls are designed
to optimally control the engine cooling fan(s) based on engine cooling requirements. Fan Controls
are designed to use other system inputs such as A/C pressure switches and operator requested fan
operation.

5.11.1 OPERATION

DDEC10 continuously monitors and compares the coolant and intake manifold air temperature,
engine torque, engine operation mode, and various optional inputs to calibrated levels stored
within DDEC10. These limits are factory configured based on application.
When these temperature levels exceed the preset fan ON temperature value, DDEC10 will enable
the fan control output(s) that activate the fan. The fan will remain on, cooling the engine with the
increased air flow until the temperature levels reach the preset fan OFF temperature.
DDEC10 provides fan control for four different fan configurations:
□ Single-speed fan (two outputs) (refer to section 5.11.2)
□ Single-speed fan (one output) (refer to section 5.11.3)
□ Variable speed fan with fan speed feedback (refer to section 5.11.4)

5.11.2 SINGLE–SPEED FAN (FAN TYPE 4)

This fan type must be used if the current exceeds 2A. The two outputs (Fan Control #1 and Fan
Control #2) must be wired together. The single-speed fan control uses two digital outputs to
drive a single-speed fan. Fan Control #1 and #2 are open circuit to turn the fan ON. The fan
will remain ON for a minimum of 30 seconds. The fan output will not be enabled until five
seconds after the engine has started.

NOTE:
Fan output circuits are designed to sink no more than 2.0 A (DC) current.

Fan Control #1 and #2 are open circuit when at least one of the following conditions occur:
□ Coolant temperature above factory set levels
□ Intake manifold temperature above factory set levels
□ Air conditioner is active (OEM supplied A/C switch is opened) – optional
□ Coolant or intake manifold air temperature sensor fails
□ Engine Brake is active at high level (optional)
□ Fan Control Override Switch is grounded (ON)
□ PTO is enabled and active – optional

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FEATURES

5.11.2.1 Single-Speed Fan Installation

This section provides a schematic of the specific connection from DDEC 10 to the fan.
Compatible fans may be obtained from several vendors.

NOTE:
Fan switch input may be hardwired or multiplexed (hardwired shown). The Cascadia
is multiplexed.

Figure 5-8 Single-speed Fan – Fan Type 4

5.11.2.2 Programming Requirements & Flexibility

The MCM2 options for the single-speed fan – Type 4 are listed in Table 5-31.

5-52 All information subject to change without notice. (Rev. )


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Parameter Setting Options Default Access


0 = 2–Speed Fan with Ambient Temp Offset
1 = 2–Speed Fan
2 = Variable Speed Fan with Fan Speed
Feedback
3 = Variable Speed Fan without Fan Speed
Feedback
4 = Single-Speed Fan – 2 Outputs
4 – Single-Speed 5 = Variable Speed Fan without Fan Speed 7 = Single-speed
Fan Type VEPS, DRS
Fan – 2 Outputs Feedback with Ambient Temp Offset Fan – 1 Output
6 = Dual Fan
7 = Single-speed Fan – 1 Output
8 = Variable Speed Fan with Fan Speed
Feedback
9 = Variable Speed Fan without Fan Speed
Feedback with Ambient Temp Offset
255 = No Fan
17 = Single-speed 0 = No Function
PMW 14
Fan or Two-speed 17 = Single-speed Fan or Two-speed Fan 0 = No Function VEPS, DRS
Configuration
Fan Low Low
5 = Two-speed 5 = Two-speed
PWM6 0 = No Function
Fan High or Fan High or VEPS, DRS
Configuration 5 = Two-speed Fan High or PWM Fan
PWM Fan PWM Fan
Dyn Fan Brake 0 = Disabled
— 0 = Disabled VEPS, DRS
Enable 1 = Enabled

Table 5-31 Single-speed Fan – Type 4 MCM2 Options

The CPC2+ options for the single-speed fan – Type 4 are listed in Table 5-32.

All information subject to change without notice. (Rev. ) 5-53


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FEATURES

Parameter
Parameter Description Options Default Access
Group
Enables/disables the
AC Fan Vehicle 0 = Disable VEPS,
19 road speed threshold 0 = Disable
Speed Enable 1 = Enable DRS
for AC fan.
Road speed threshold
AC Fan Vehicle above which the A/C VEPS,
19 0 – 250 km/h 32 km/h
Speed Thresh fan request is not using DRS
the hold time
Enables/disables turning
PTO Enable Auto 0 = Disable VEPS,
19 on the fan when the 0 = Disable
Fan Activation 1 = Enable DRS
PTO is active.
Enables/disables turning
Air Condition 0 = Disable VEPS,
19 on the fan when the air 1 = Enable
Enable Auto Fan 1 = Enable DRS
conditioning is on.
Enables the fan based
J1939 Fan 0 = Disable VEPS,
19 on a J1939 CM1 fan 1 = Enable
Request Enable 1 = Enable DRS
request.
Minimum fan on time VEPS,
19 Fan AC Hold Time 0–600 sec. 180 sec.
for AC DRS
VEPS,
19 Hold Time Fan Minimum fan on time 0–600 sec. 0 sec.
DRS
Fan Vehicle Activates the road speed 0 = Disable VEPS,
19 0 = Disable
Speed Enable threshold feature 1 = Enable DRS
Vehicle speed threshold
Fan Vehicle VEPS,
19 below which the fan 0–250 km/h 0 km/h
Speed Threshold DRS
request will be ignored.
0 = Disable
1 = AC Active Closed
Mode of AC Defines type of input 2 = AC VEPS,
6 2 = AC Active Open
Status Input for A/C switch Active Open DRS
3 = LIM Active Closed
4 = LIM Active Open

Table 5-32 Single-speed Fan – Type 4 CPC2+ Options

5.11.3 SINGLE–SPEED FAN (FAN TYPE 7)

The single-speed fan control (type 7) uses one digital output (Fan Control #1) to drive a
single-speed fan. This fan type can be used if the current is less than 2.0 A. Fan Control #1 is an
open circuit to turn the fan ON. The fan will remain ON for a minimum of 30 seconds. The fan
output will not be enabled until five seconds after the engine has started.

NOTE:
Fan output circuits are designed to sink no more than 2.0 A (DC) current.

Fan Control #1 is open circuit when at least one of the following conditions occur:
□ Coolant temperature above factory set levels
□ Intake manifold temperature above factory set levels

5-54 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

□ Air conditioner is active (OEM supplied A/C switch is opened) – optional


□ Coolant or intake manifold air temperature sensor fails
□ Engine Brake is active at high level (optional)
□ Fan Control Override Switch is grounded (ON)
□ PTO is enabled and active – optional

5.11.3.1 Single-Speed Fan Installation

This section provides a schematic of the specific connection from DDEC10 to the fan. See Figure
5-9. Compatible fans may be obtained from several vendors.

NOTE:
Fan switch input may be hardwired or multiplexed (hardwired shown). The Cascadia
is multiplexed.

Figure 5-9 Single-speed Fan – Fan Type 7

5.11.3.2 Programming Requirements & Flexibility

The MCM2 options for the single-speed fan – Type 7 are listed in Table 5-33.

All information subject to change without notice. (Rev. ) 5-55


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FEATURES

Parameter Setting Options Default Access


0 = 2–Speed Fan with Ambient Temp Offset
1 = 2–Speed Fan
2 = Variable Speed Fan with Fan Speed
Feedback
3 = Variable Speed Fan without Fan Speed
Feedback
4 = Single-Speed Fan – 2 Outputs
7 = Single-speed 5 = Variable Speed Fan without Fan Speed 7 = Single-speed
Fan Type VEPS, DRS
Fan – 1 Output Feedback with Ambient Temp Offset Fan – 1 Output
6 = Dual Fan
7 = Single-speed Fan – 1 Output
8 = Variable Speed Fan with Fan Speed
Feedback
9 = Variable Speed Fan without Fan Speed
Feedback with Ambient Temp Offset
255 = No Fan
17 = Single-speed 0 = No Function
PMW 14
Fan or Two-speed 17 = Single-speed Fan or Two-speed Fan 0 = No Function VEPS, DRS
Configuration
Fan Low Low
5 = Two-speed
PWM 6 0 = No Function
0 = No Function Fan High or VEPS, DRS
Configuration 5 = Two-speed Fan High or PWM Fan
PWM Fan
Dyn Fan Brake 0 = Disabled
— 0 = Disabled VEPS, DRS
Enable 1 = Enabled

Table 5-33 Single-speed Fan – Type 7 MCM2 Options

The CPC2+ options for the single-speed fan – Type 7 are listed in Table 5-34.

5-56 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Parameter
Parameter Description Options Default Access
Group
Enables/disables the
AC Fan Vehicle 0 = Disable VEPS,
19 road speed threshold 0 = Disable
Speed Enable 1 = Enable DRS
for AC fan.
Road speed
threshold above
AC Fan Vehicle VEPS,
19 which the A/C fan 0 – 250 km/h 32 km/h
Speed Thresh DRS
request is not using
the hold time
Enables/disables
PTO Enable Auto turning on the fan 0 = Disable VEPS,
19 0 = Disable
Fan Activation when the PTO is 1 = Enable DRS
active.
Enables/disables
Air Condition turning on the 0 = Disable VEPS,
19 1 = Enable
Enable Auto Fan fan when the air 1 = Enable DRS
conditioning is on.
Enables the fan
J1939 Fan Request 0 = Disable VEPS,
19 based on a J1939 1 = Enable
Enable 1 = Enable DRS
CM1 fan request.
Minimum fan on VEPS,
19 Fan AC Hold Time 0–600 sec. 180 sec.
time for AC DRS
VEPS,
19 Hold Time Fan Minimum fan on time 0–600 sec. 0 sec.
DRS
Activates the road
Fan Vehicle Speed 0 = Disable VEPS,
19 speed threshold 0 = Disable
Enable 1 = Enable DRS
feature
Vehicle speed
Fan Vehicle Speed threshold below VEPS,
19 0–250 km/h 0 km/h
Threshold which the fan request DRS
will be ignored.
0 = Disable
1 = AC Active Closed
Mode of AC Status Defines type of input 2 = AC VEPS,
6 2 = AC Active Open
Input for A/C switch Active Open DRS
3 = LIM Active Closed
4 = LIM Active Open

Table 5-34 Single-speed Fan – Type 7 CPC2+ Options

All information subject to change without notice. (Rev. ) 5-57


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
FEATURES

5.11.4 VARIABLE SPEED FAN (FAN TYPE 2) WITH FAN SPEED


FEEDBACK

DDEC10 uses a pulse width modulated (PWM) output to drive a variable speed fan. The fan may
be enabled by specific engine temperature sensors and various other inputs. The fan will ramp up
to the requested speed in order to reduce noise, shock-loading, and belt slippage. If the fan is
turned on for any reason other than high temperature, it will ramp up to the full fan speed (i.e. 5%
or 10% duty cycle, application dependent). A decrease in fan speed will occur after a short time
delay and will step down to the value dictated by the highest sensor request. If the A/C switch is
opened, the fan will increase speed at the ramp rate until it is at a maximum. After the A/C switch
is grounded the fan will remain on for a short time delay and then turn off.

NOTE:
Fan output circuits are designed to sink no more than 2.0 A (DC) current.

The PWM output is initiated when at least one of the following conditions occur:
□ Intake manifold or coolant temperatures above factory set limits
□ Air conditioner is active (OEM supplied A/C switch is opened) – optional
□ Intake manifold or coolant temperature sensor fails
□ Fan Control Override Switch is grounded (ON)
□ PTO is enabled and active – optional

5.11.4.1 Installation

See Figure 5-10 for variable-speed fan with fan speed feedback (Fan Type 2) installation.

NOTE:
Fan switch input may be hardwired or multiplexed (hardwired shown). The Cascadia
is multiplexed.

5-58 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Figure 5-10 Variable Speed Fan with Fan Speed Feedback (Fan Type 2)

5.11.4.2 Programming Requirements & Flexibility

The options for variable speed fans with fan speed feedback – Type 2 are listed in Table 5-35.

All information subject to change without notice. (Rev. ) 5-59


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FEATURES

Parameter Setting Options Default Access


0 = 2–Speed Fan with Ambient Temp Offset
1 = 2–Speed Fan
2 = Variable Speed Fan with Fan Speed
Feedback
3 = Variable Speed Fan without Fan Speed
Feedback
2 = Variable 4 = Single-Speed Fan – 2 Outputs
Speed Fan 5 = Variable Speed Fan without Fan Speed 7 = Single-speed
Fan Type VEPS, DRS
with Fan Speed Feedback with Ambient Temp Offset Fan – 1 Output
Feedback 6 = Dual Fan
7 = Single-speed Fan – 1 Output
8 = Variable Speed Fan with Fan Speed
Feedback
9 = Variable Speed Fan without Fan Speed
Feedback with Ambient Temp Offset
255 = No Fan
0 = No Function
PMW 14
0 = No Function 17 = Single-speed Fan or Two-speed Fan 0 = No Function VEPS, DRS
Configuration
Low
5 = Two-speed 5 = Two-speed
PWM6 0 = No Function
Fan High or Fan High or VEPS, DRS
Configuration 5 = Two-speed Fan High or PWM Fan
PWM Fan PWM Fan
Type 2 Fan
1.2 0 – 1.75 1.2 VEPS, DRS
Ratio
Type 2 Fan
100 0 – 100 100 VEPS, DRS
PWM Max
Type 2 PWM
500 ms 0 – 1000 500 ms VEPS, DRS
Freq
Type 2
Maximum Fan 8000w 0 – 10000 8000w VEPS, DRS
Slip
Type 2 Fan
Pulses Per 6 0 – 255 6 VEPS, DRS
Rev
Dyn Fan Brake 0 = Disabled
— 0 = Disabled VEPS, DRS
Enable 1 = Enabled

Table 5-35 Variable Speed Fan With Fan Speed Feedback – Type 2 Options

The CPC2+ options for the variable speed fan with fan speed feedback – Type 2 are listed in Table
5-36.

5-60 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Parameter
Parameter Description Options Default Access
Group
AC Fan Vehicle Enables/disables the
0 = Disable VEPS,
19 Speed Thresh road speed threshold 0 = Disable
1 = Enable DRS
Enable for AC fan.
Road speed threshold
AC Fan Vehicle above which the A/C VEPS,
19 0 – 250 km/h 30 km/h
Speed Thresh fan request is not using DRS
the hold time
Enables/disables turning
PTO Enable Auto 0 = Disable VEPS,
19 on the fan when the 0 = Disable
Fan Activation 1 = Enable DRS
PTO is active.
Enables/disables turning
Air Condition 0 = Disable VEPS,
19 on the fan when the air 1 = Enable
Enable Auto Fan 1 = Enable DRS
conditioning is on.
Enable J1939 Enables the fan based on 0 = Disable VEPS,
19 0 = Disable
Fan Request a J1939 CM1 fan request. 1 = Enable DRS
Specifies the ramp rate VEPS,
19 Fan Ramp Rate 1 – 100%/sec 25%/sec
for a variable speed fan DRS
Specifies the fan speed
when the trans retarder
Trans Retarder VEPS,
19 is active via a hardwired 0 – 100% 100%
Fan Percent DRS
input or J1939 ERC1
message
Fan AC Hold Minimum fan on time VEPS,
19 0–600 sec. 180 sec.
Time for AC DRS
VEPS,
19 Hold Time Fan Minimum fan on time 0–600 sec. 0 sec.
DRS
Fan Vehicle Activates the road speed 0 = Disable VEPS,
19 0 = Disable
Speed Enable threshold feature 1 = Enable DRS
Vehicle speed threshold
Fan Vehicle VEPS,
19 below which the fan 0–250 km/h 0 km/h
Speed Threshold DRS
request will be ignored.
0 = Disable
1 = AC Active Closed
Mode of AC Defines type of input 2 = AC Active VEPS,
6 2 = AC Active Open
Status Input for A/C switch Open DRS
3 = LIM Active Closed
4 = LIM Active Open

Table 5-36 Variable Speed Fan with Fan Speed Feedback – Type 2 CPC2+
Options

All information subject to change without notice. (Rev. ) 5-61


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FEATURES

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.12 FLEET MANAGEMENT


The Fleet Management Products provide flexible data extraction and communication capabilities.
DDEC 10 Data collects the data (refer to section 5.12.2). DDEC 10 Reports is the PC software for
data analysis and reporting (refer to section 5.12.3).

5.12.1 OPERATION

Fleet Management is designed to provide feedback to the driver. These driver-friendly features
help provide an understanding of the effect of the driver's actions on the engine and vehicle
performance. The MCM2 provides engine control and monitoring; the CPC2+ stores a summary
of engine performance.
Data in these devices can be extracted and analyzed with the PC software products. DDEC 10
Reports extracts data from all hardware devices and analyzes DDEC 10 Data extracts data from
all hardware devices and analyzes data from all devices. All these products allow printing of
comprehensive reports for managing vehicle operation.

5.12.2 DDEC 10 DATA

DDEC 10 Data is a standard part of the CPC2+. DDEC 10 Data utilizes available memory
and processing speed, along with a built-in, battery-backed clock/calendar to document the
performance of the driver and vehicle. Data is stored in three monthly records and in a trip file
that may be reset at extraction. Data on periodic maintenance intervals, hard brake incidents, last
stop records, daily engine usage, and CPC2+ diagnostics is also stored.
DDEC 10 Data can be extracted onto a PC hard disk through a wide range of options:
□ Direct extraction using an industry standard translator box and cables connected to a PC
running DDEC 10 Reports.
□ Wireless extraction via cellular telephone, satellite radio communications equipment. The
PC can be operating DDEC 10 Reports or DDEC 10 Communications.

5.12.2.1 Programming Requirements & Flexibility

DDEC 10 Data parameters for fleet management are listed in Table 5-37.

All information subject to change without notice. (Rev. ) 5-63


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FEATURES

Parameter
Parameter Description Options Default Access
Group
Enables/Disabled the
FM Alert 0 – Disable VEPS,
27 Fleet Management 1 – Enable
Update Enable 1 – Enable DRS, DDDL
Alert data
Enables/Disabled the
FM Daily Usage 0 – Disable VEPS,
27 Fleet Management 1 – Enable
Enable 1 – Enable DRS, DDDL
daily usage data
Fleet Enables/Disabled the
0 – Disable VEPS,
27 Management Fleet Management 1 – Enable
1 – Enable DRS, DDDL
Enable data
Enables/Disabled the
FM Incident 0 – Disable VEPS,
27 Fleet Management 1 – Enable
Update Enable 1 – Enable DRS, DDDL
incident data
Enables/Disabled the
FM Monthly 0 – Disable VEPS,
27 Fleet Management 1 = Enable
Trip Enable 1 – Enable DRS, DDDL
monthly trip data
FM Serv Enables/Disabled the
0 – Disable VEPS,
27 Interval Update Fleet Management 1 – Enable
1 – Enable DRS, DDDL
Enable service interval data
Enables/Disabled the
FM Fuel VEPS,
27 Fleet Management 0-65.535 0.835
Density DRS, DDDL
fuel density data
0 – Disable
1 – Adjust Total Time Only
2 – Adjust All Engine Times
3 – Adjust all Engine Times
Determines how data and Total Revs
FM Total
is adjusted of MCM2 4 – Adjust all Engine, OI, VEPS,
27 Data Adjust 0 – Disable
and CPC2+ data do Fan Times and Total Revs DRS, DDDL
Selection
not match. 5 – Adjust all Engine, OI,
Fan Times and Total Revs
6 – Report all fields as
maximum if total does not
match ECAN

Table 5-37 DDEC 10 Data Parameters for Fleet Management

The fuel density parameter should be set as listed in Table 5-38.

Parameter Group Parameter Range Setting


27 Fuel Density 0–65.535 DD15 — 0.835

Table 5-38 Fuel Density Parameter

5.12.3 DDEC 10 REPORTS

After the data is extracted, DDEC 10 Reports software produces a wide range of diagnostic and
management reports. DDEC 10 Reports produces comprehensive trip reports in both on-highway
and nonroad markets.

5-64 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

The on-highway reports are:


□ Trip Activity
□ Vehicle Speed/RPM
□ Overspeed / Over Rev
□ Engine Load/RPM
□ Vehicle Configuration
□ Periodic Maintenance
□ Hard Brake Incident
□ Last Stop
□ DDEC 10 Diagnostic
□ Profile
□ Monthly Activity
□ Daily Engine Usage
□ Life to Date
□ Predictive Cruise Control
□ Cruise Percent
□ Top Gear Percent
□ DEF Trip Fluid
□ DEF to Diesel Fuel Percent
□ PTO Idle Time
□ PTO Working Time

All information subject to change without notice. (Rev. ) 5-65


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FEATURES

Figure 5-11 DDEC 10 Reports, Trip Activity Report


5-66 All information subject to change without notice. (Rev. )
DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Figure 5-12 DDEC 10 Reports, Trip Activity


All information subject to change without notice. (Rev. ) 5-67
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FEATURES

Figure 5-13 DDEC 10 Reports, Daily Engine Usage


5-68 All information subject to change without notice. (Rev. )
DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Figure 5-14 DDEC 10 Reports, Engine Load/RPM


All information subject to change without notice. (Rev. ) 5-69
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FEATURES

Figure 5-15 DDEC 10 Reports, Vehicle Speed/RPM


5-70 All information subject to change without notice. (Rev. )
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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

Figure 5-16 DDEC 10 Reports, Profile


All information subject to change without notice. (Rev. ) 5-71
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FEATURES

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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.13 FUEL ECONOMY INCENTIVE


The purpose of Fuel Economy Incentive (FEI) is to allow the fleet manager to set a fuel economy
target while providing the driver an incentive to meet the target.

5.13.1 OPERATION

Using the Fuel Economy Incentive option, a fleet manager can set a target fuel economy for each
engine. If this fuel economy is exceeded, the driver will be awarded a slight increase to the
vehicle speed limit.
In this example the following limits are set as listed in Table 5-39.

Parameter Set Limit


Maximum Road Speed 60 mph
FEI Max Vehicle Speed Reward 5 mph
FEI Conversion Factor 20 mph/m.p.g.
FEI Minimum Fuel Economy 7 m.p.g.

Table 5-39 Fuel Economy Limits

If the driver has an average fuel economy of 7.1 m.p.g. then the new vehicle speed limit is 62 mph
Vehicle Speed Limit + (Average Fuel Economy — FEI Minimum Fuel Economy) x FEI
Conversion Factor = New Vehicle Speed Limit
60 mph + (7.1-7.0 m.p.g.) x (20 mph/m.p.g.) = 62 mph
The maximum vehicle speed obtainable regardless of the fuel economy is 65 mph.

5.13.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY

The Fuel Economy Incentive parameters are listed in Table 5-40.

All information subject to change without notice. (Rev. ) 5-73


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
FEATURES

Parameter
Parameter Definition Options Default Access
Group
Fuel Economy 0 = Disable DDDL, DRS,
23 Enables/disable the feature. 0
Incentive Enable 1 = Enable VEPS
Indicates the minimum
FEI Minimum Fuel DDDL, DRS,
23 economy for fuel economy 4 to 20 m.p.g. 7
Economy VEPS
incentive.
Indicates customer set
FEI Max Vehicle DDDL, DRS,
23 maximum speed increase 0 to 20 km/h 0
Speed Reward VEPS
for vehicle.
The miles per hour you want
FEI Conversion to allow for each full mile per DDDL, DRS,
23 0 to 20 mph/m.p.g. 2
Factor gallon above the minimum VEPS
m.p.g..
FILT ECON bases the
calculations on the
fuel information, by 0 = Based on Filtered
FEI Use Trip periodic sampling of fuel Fuel Economy* DDDL, DRS,
23 0
Mileage consumption. TRIP ECON 1 = Based on Trip VEPS
bases the calculation on the Fuel Economy†
trip portion of the fuel usage
information.
* Filtered fuel economy calculates the fuel economy based on periodic sampling of fuel consumption. It
allows rewards over a shorter time period.
† Trip fuel economy calculates fuel economy over the entire trip. Rewards may take longer to achieve.

Table 5-40 Fuel Economy Incentive Parameters

5.13.3 INTERACTION WITH OTHER FEATURES.

Fuel Economy Incentive will increase the Cruise Control and vehicle speed limits.
A vehicle can be have with both PasSmart and Fuel Economy Incentive, but the extra speed
increments provided by the two features do not add together. For example, if Fuel Economy
Incentive is set for 7 mph of extra speed when the driver hits the maximum fuel economy target
and the same vehicle has a 5 mph PasSmart increase, the resulting speed increase is 7 mph,
not 12 mph.

5-74 All information subject to change without notice. (Rev. )


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.14 IDLE ADJUST


This function increases and/or decreases the engine idle speed up to a programmable limit (Max
Adjusted Idle Speed).

5.14.1 OPERATION

Engine idle speed can be varied by the operator using the Cruise Control switches if the following
conditions are satisfied:
□ Engine is running
□ Vehicle speed is less than 6 mph (10 km/h)
□ Cruise Control master switch is turned OFF
□ PTO is not active and enable switch is OFF
□ If an automatic transmission is in use, it is in neutral and no shift is in progress
□ Clutch pedal is not pressed
□ Throttle inhibit is not active
If any of the above conditions are not satisfied, Idle Adjust is cancelled and the normal idle
speed is restored.
The current desired speed is increased by 16 rpm (Single Step Adjusted Idle Speed) when the
Resume/Accel switch is toggled. Speed change is active after the switch is released. Holding the
Resume/Accel switch for more than one second the current desired speed will be increased by 100
rpm/sec. (Ramp Rate Adjusted Idle Speed) as long as the switch is pressed and the programmed
Max Adjusted Idle Speed for idle increment is not exceeded.
Toggling the Set/Coast switch will decrease the current desired idle speed by 16 rpm (Single Step
Adjusted Idle Speed). Speed change is active after the switch is released. Holding the Set/Coast
switch for more than one second will decrease the current desired speed by 100 rpm/sec. (Ramp
Rate Adjusted Idle Speed) as long as the switch is pressed and the minimum low idle speed is
not yet reached.
Once the desired idle speed has increased or decreased again, the new desired idle speed will be
stored until the ignition has been switched off.

5.14.2 PROGRAMMING REQUIREMENTS & FLEXIBILITY

The Idle Adjust parameters are listed in Table 5-41.

All information subject to change without notice. (Rev. ) 5-75


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
FEATURES

Parameter
Parameter Description Options Default Access
Group
Max idle speed
VEPS,
Max Adjusted that will be
3 0-4000 RPM 500 RPM DRS,
Idle Speed allowed by the
DDDL
user
Single Step Single step rpm VEPS,
3 Adjusted Idle for adjusted idle 0-100 RPM 16 RPM DRS,
Speed speed DDDL
Ramp Rate Ramp rate for VEPS,
3 Adjusted Idle the adjusted 0-8191 RPM/sec. 100 RPM/sec. DRS,
Speed idle speed DDDL

Table 5-41 Idle Adjust Parameters

5-76 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.15 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN


The Idle Shutdown Timer will shutdown the engine if it remains idling for a specified period
of time. The options that can operate with Idle Shutdown Timer are Idle Shutdown Override,
Vehicle Power Shutdown or Shutdown on Power Take-off (PTO).

5.15.1 OPERATION — IDLE SHUTDOWN NON-PTO MODE

There are four modes of operation for Idle Shutdown:


□ Disabled – in this mode, idle shutdown will not occur.
□ Park Brake – in this mode, idle shutdown will be enabled only when the park brake is
applied, the accelerator pedal position is at zero and the engine is idling.
□ No Park Brake – this mode is the same as Park Brake Mode above, except there is no
requirement for the park brake to be applied.
□ Edge Triggered Accelerator Pedal – this mode has no requirement on the park brake or on
the engine being at idle. The operator may reset the Idle Shutdown procedure by moving
the accelerator pedal from below 40% to above 80%.
The idle shutdown period can range from 1 to 5000 seconds (approximately 83 minutes).
Certain conditions must be met for the entire time-out period for shutdown to occur. These
conditions include:
□ Coolant temperature above 50°F (10°C)
□ Engine operation at idle
□ The parking brake ON, digital input switched to battery ground (optional)
□ Ignition ON
□ Vehicle Speed Less than 3 mph (5 kph)
Fueling is stopped after the specified idle time; the ignition circuit remains active after the engine
shuts down. The AWL will flash 20 seconds before the shutdown occurs. The RSL will flash 10
seconds before shutdown occurs. The AWL will continue flashing until the ignition is turned off
to indicate shutdown has occurred. The RSL will turn off. The ignition switch must be cycled to
OFF (wait 10 seconds) and back to ON before the engine will restart, if shutdown occurs.
A Park Brake Switch may be installed (see Figure 5-17).

All information subject to change without notice. (Rev. ) 5-77


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
FEATURES

Figure 5-17 Park Brake Digital Input

5.15.1.1 Inactive Shutdown

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

5.15.2 OPERATION — PTO SHUTDOWN

There are four modes of operation for PTO shutdown:


□ Disabled – in this mode, PTO shutdown will not occur.
□ Park Brake – in this mode, PTO shutdown will be enabled only when the park brake is
applied, the accelerator pedal position is at zero and the actual engine torque is less than
100 N·m (Max Engine Load PTO Shutdown)..
□ No Park Brake – this mode is the same as Park Brake Mode above, except there is no
requirement for the park brake to be applied.
□ Edge Triggered Accelerator Pedal – this mode has no requirement on the park brake or
the actual torque. The operator may reset the PTO shutdown procedure by moving the
accelerator pedal from below 40% to above 80%.
The PTO shutdown period can range from 1 to 5000 seconds (approximately 16 minutes).
A Park Brake Switch may be installed (see Figure 5-17).

5.15.3 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN OPTIONS

The following options are available with Idle Shutdown Timer and PTO Shutdown.

5-78 All information subject to change without notice. (Rev. )


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EPA2010 ELECTRONIC CONTROLS APPLICATION AND INSTALLATION

5.15.3.1 Idle / PTO Shutdown Override

Idle/PTO Shutdown Override allows the operator to override the idle shutdown timer or PTO
shutdown timer based on the selected override.
The shutdown will be overridden if any of the following conditions occur:
□ The accelerator pedal is in limp-home mode
□ Parked Regen is in progress. After regeneration completes, the override will remain in
place for an additional five minutes to allow the particulate filter to cool down after the
regeneration cycle has completed.
□ Operator Override is enabled (Enable Idle PTO Shtdn Override) as listed in Table 5-42.

Option Conditions Results


Allows a temporary override if any of the
following occur:

Option 1 Enabled: Override with


□ SEO Override switch is ON
Idle and/or PTO timer will be
Throttle Pedal, SEO, Clutch □ Service Brake is applied (switch is reset (shutdown sequence will
Service Brake open) restart)
□ Clutch is pressed (switch is open)
□ Throttle Pedal >0%
Allows a temporary override if any of the
following occur: Idle and/or PTO timer will be
Option 2 Enabled: Override with
reset (shutdown sequence will
Throttle Pedal, SEO □ SEO Override switch is ON
restart)
□ Throttle Pedal >0%
Allows a continuous override if any of the
Option 3 Enabled: Continuous following occur:
Override with Throttle Pedal, Shutdown will not occur
SEO
□ SEO Override switch is ON
□ Throttle Pedal >0%

Table 5-42 Operator Override Options

5.15.3.2 Idle Shutdown with Ambient Air Temp

This option allows the override to be disabled based on ambient air temperature. If the upper and
lower temperature limits are set and the ambient temperature is within limits, the override will
be disabled and the engine will be shutdown after the specified time limit is met. If the ambient
air temperature is outside the specified range, the override would be allowed by increasing the
percent throttle to greater than 1%.
For example, if the upper limit is set to 80°F and the lower limit is set to 65°F, the override would
be disabled if the ambient air temperature was between 65°F and 80°F (see Figure 5-18).

All information subject to change without notice. (Rev. ) 5-79


DDC-SVC-MAN-0045 7/20/10 Copyright © 2010 DETROIT DIESEL CORPORATION
FEATURES

Figure 5-18 Ambient Air Temperature Override

An ambient air temperature sensor must be installed for this feature.

5.15.3.3 Idle Shutdown with Ambient Air Temp Continuous Override

It is possible for idle shutdown to be overridden continuously based on ambient air temperature.
This allows the engine to continue to run while the temperature is such that power from the engine
is required to heat or cool the air to keep the cab temperature comfortable.
Continuous override is only available if an ambient air temperature sensor is configured for use
(Ambient Air Temp Sensor Enable) and overrides are enabled (Enable Idle PTO Shtdn Override).
There are two modes of operation: operator override and automatic override. In both cases, the
override will only be allowed if the ambient air temperature is reading extreme (i.e. it is outside
the limits “Lo Amb Air Override Temp” and “Hi Amb Air Override Temp”.
If automatic override is enabled (“Idle Shutdown Auto Override”), idle shutdown will always be
overridden while the ambient air temperature is reading extreme. If automatic override is not
enabled and operator override is, the operator may explicitly activate the override by pumping the
accelerator pedal while idle shutdown is in progress and the CEL is flashing.
Note that the definition of a ‘pump’ of t