Perkins TPD1475E1 PDF

Perkins 1100 Series
All models
ELECTRONIC SPECIFICATION
SUPPLEMENT
Developed to meet EEC off-road mobile machinery Stage 2 and EPA off-road Stage 2 legislation
The information in this manual is CONFIDENTIAL GREEN
Publication TPD 1475E, Issue 1.

© Proprietary information of Perkins Engines Company Limited, all rights reserved.
The information is correct at the time of print.
Published in June 2002 by Technical Publications.
Perkins Engines Company Limited, Peterborough PE1 5NA, England.
i
Chapters
1 Engine Electronic Reference Manual
2 Supported Engine Parameters - J1939-71
3 Standard Electronic Power Unit (SEPU) Options
The following pages contain a detailed table of contents
ii
1100 Series, All models
Content
1 Engine Electronic Reference Manual

Abbreviations and definitions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 1
A4E1 electronic control system
Key system components.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3
1100 Series electronic circuit diagram. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3
1100 Series electronic circuit diagram. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 4
Machine / operator demands ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 5
Conventional throttle mechanisms .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 5
PWM speed control ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 6
Multi position switch .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 6
J1939 CAN Comms Demand . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 6
Variable set speed controls for engine speed, PTO control etc ... ... ... ... ... ... ... ... ... ... ... ... ... 6
Speed demand throttle arbitration ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 6
Throttle characteristic ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 7
Variable (set speed) control of engine speed ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 8
Two set speed control . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 8
Engine operating modes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 9
Gauges / displays
Driven displays .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11
Engine speed / tachometer . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11
Engine coolant temperature ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11
Engine lubrication oil pressure gauge.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11
Communication driven displays ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11
Engine electrical control

Engine control / protection . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12
Starting and stopping ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12
Pump power relay .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12
Lift pump power relay ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12
Start aid relay .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12
Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green iii

Engine and system monitoring
Engine protection . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Critical protection override ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Diagnostics. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14
Indicator lamps .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 15
Engine logging
Engine hours . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 17
Diagnostic and configuration tools .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 17
TIPSS .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 17
Diagnostic connector for service tool . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 17
Machine Interface connector Pin out and functionality . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 17
1104 / 1106 A4E1 engine control connectivity ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 18
2 Supported engine parameters - J1939

Electronic engine controller #2 (EEC2).. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Engine configuration ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Engine hours, revolutions .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 26
Engine temperature . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 27
Inlet / exhaust conditions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 28
Fuel consumption . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 29
Engine fluid level / pressure .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 30
Fuel economy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 31
Torque / speed control #1: TSC1 ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 32
Supported diagnostic codes J1939 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 33
DM1 - Active diagnostic trouble codes .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 33
DM2 - Previously active diagnostic trouble codes .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 34
DM3 - Diagnostic data clear / reset of previously active DTCs .. ... ... ... ... ... ... ... ... ... ... ... ... 35
Data and features available over the J1939 link

Operating parameters . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36
Fault management ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36
Speed demand over J1939 ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36
Fuel economy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36
J1939 Diagnostic code reader.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36
3 Standard Electronic Power Unit (SEPU) Options

Application selection
Simplification ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Simple mechanical replacement
Single throttle (A) - variable speed and droop control .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 38
Wiring diagram - single throttle control (A) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39
Single throttle control configuration parameters (A) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 40
Single throttle control ancillaries (A) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 41
iv Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Speed set operation
Single set speed (B) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 42
Wiring diagram - single set speed (B).. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 43
Single set speed configuration parameters (B) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 44
Single set speed ancillaries (B) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 45
Multiple defined speeds (C)
Wiring diagram - multiple set speeds (C) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 48
Multiple set speed configuration parameters (C) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 49
Switch arrangement - two speed ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 50
Switch arrangement - four speed .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 51
Switch arrangement - ten speed ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 52
Multiple set speeds (C) - ancillaries . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 53
Single variable speed (D)

Wiring diagram - single speed variable (D) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 55
Single speed variable (D) configuration parameters ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 56
single speed variable (D) ancillaries ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 57
Full function mobile machine (E)
Standard mobile machine .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 58
Wiring diagram - Full function (E).. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 59
Full function (E) configuration parameters . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 60
Full function (E) ancillaries .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 61
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1
Engine Electronic Reference Manual 1
Abbreviations and definitions

CAN
Controller Area Network, a Communications Protocol for communication between multiple electronic control
units. Perkins is using an industry standard - SAE J1939. This is used by the ECM to communicate with service
tools, displays and machine controllers.
ECM
Engine Control Module.
EMC
Electro - Magnetic Compatibility, electronic devices and systems must comply with international standards for
emissions of, and susceptibility to, electromagnetic radiation.
EST
Electronic Service Tool, part TIPSS electronic support tools.
DROOP
The speed difference between maximum no load engine speed (flight speed) and full load engine speed (rated
speed) expressed as a percentage of the full load engine speed (rated).
FLIGHT SPEED
Maximum no-load engine speed.
FMI
Failure Mode Identifier (SAE J1939 terminology), part of the CAN fault message, description of the failure.
IVS
Idle Validation Switch.
ISOCHRONUS
The control maintains a constant engine speed, upto the load at that speed.
J1939
SAE standard for CAN communications.
OEM
Original Equipment Manufacturer, the organisation that installs the engine into a machine.
PDL
Perkins Data Link.
PGN
Parameter Group Number, the CAN message type identifier.
PSG
Control module for the VP30 electronic rotary fuel pump that converts CAN messages for fuelling quantity and
timing into fuelling solenoid opening and closing times.
PWM
Pulse width modulation.
Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 1

1 1100 Series, All models
SAE
Society of Automotive Engineers.
SPN
Suspect Parameter Number (SAE J1939 terminology), part of the CAN fault message, describes the
component / function that has the failure.
TIPSS
The Integrated Parts and Service System, Perkins proprietary multi function service platform.
TEL
Top engine limit.
2 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

1100 Series, All models 1
A4E1 electronic control system
Key system components
The 1100 Series electronic engine management system consists of the Engine Control Module ECM, an
electronically controlled fuel pump and a collection of engine, machine and operator sensors.
The ECM (A1) controls the engine operating parameters based upon the software within the ECM and the
inputs from the various sensors. The software contains many parameters that control the engine operation
including all the rating maps and the customer selectable configuration parameters.
A diagnostic connector (A2) is fitted to all 1100 Series electronic engines; It is used to ensure that all Perkins
engines can be serviced and repaired by either the diagnostic code reader or by the Perkins TIPSS diagnostic
suite.
Machine interface connector (A3) is the means by which the engine is connected to the machine. This
connector is used to provide all control, power, and data feeds to the engine, except starter motor power / start
aids, fuel lift pump and ground. It is an industry standard 70-pin Deutsch connector.
Intake manifold temperature sensor (A4) measures the air temperature in the intake manifold and sends a
proportional signal to the engine ECM. Information from this sensor is used to determine the air mass flow into
the engine, therefore allowing the correct air / fuel ratio to be maintained. It also provides information to smoke
limiting strategies, especially at lower air temperatures where the amount of fuel injected must be carefully
controlled to minimise smoke.
Coolant temperature sensor (A5) detects the coolant temperature in the thermostat housing during engine
start and running, and sends a proportional signal to the engine ECM. This input is used for engine protection,
cold fuelling compensation and to drive gauges and warning
1100 Series electronic circuit diagram
11
10
1
2
9
8 A4 E1 3
7
4
6 5
A R1331/1
Continued

Oil pressure sensor (A6) detects pressure of the engine lubricating oil during engine start and running, and
sends a proportional signal to the engine ECM. This input is primarily used for engine protection; to drive
gauges and warning lamps and instigate warning or shutdown.
Intake manifold pressure sensor (A7) detects the air pressure in the intake manifold during engine running
and sends a proportional signal to the engine ECM. Before the engine is started, this sensor measures the
pressure in the intake manifold and uses this as a measure of the atmospheric pressure this removes the need
for a separate sensor to provide altitude compensation. Information from this sensor is used to determine the
air mass flow into the engine, therefore allowing the correct air / fuel ratio to be maintained.
Speed sensor (A8) generates pulses from the toothed timing ring on the crank see “1100 Series electronic
circuit diagram” on page 4. This enables the ECM to calculate engine speed. The toothed ring (A9) has 35
teeth set at 10° intervals, with one missing tooth that allows the crank position to be determined.
Fuel pump (A10) with integrated controller (PSG) controls fuel injection quantity and timing to meet ECM
demands. The ECM controls the amount and timing of fuel injected by the pump message via a CAN
transmitted to the fuel pump PSG. The fuel pump controller determines the pumps rotational timing. The
controller determines the quantity of fuel injected as a function of pump speed, fuel temperature and the
duration for which the spill valve is closed. This is pre - calibrated in the pump, so that using the requested fuel
injection quantity from the engine ECM, the pump PSG looks up in the calibration table what the relative timing
of the closing and opening of the spill valve should be. The start of this period is based on the timing request
from the ECM and is commenced by closing the fuel pump spill valve (stopping the fuel from spilling to the low
pressure side) and forcing the fuel to flow to the injectors. End of injection occurs when the spill valve opens
again.
Voltage load dump protection module (A11) Provides protection against voltage spikes for the fuel injection
pump.
1100 Series electronic circuit diagram
11
10
1
2
9
8 A4 E1 3
7
4
6 5
A R1331/1

Machine / operator demands
The engine system requires external inputs and outputs to make it operate in the mode that the customer
desires. The control system is designed to be flexible enough to accept appropriate devices dependent upon
the application. Described below are the primary external machine input and output devices that may be used
in the completed system. There are many other possible devices; this is just the core.
Engine speed demand
The 1100 series engine management system offers a range of options on how the engine speed may be
demanded. It is able to support a combination of demand devices, including:
l 1 x PWM throttle position sensor.
l 2 x analogue (with IVS) throttle position sensors.
l 4 x two state switches, or 1 x 16 state multiposition switch.
l 1 x communications throttle.
It is additionally able to support a set speed function (similar to cruise control or PTO control).
Conventional throttle mechanisms

Analogue speed control
An analogue potentiometer or Hall effect sensor may be used for speed control.
These devices may be used on either foot, hand or mechanically driven throttle applications.
Electrical requirements
The sensor should not be mounted directly to the engine and should be selected from the Perkins range of
accessories. Other components may be used after discussion with, and approval by, Perkins Engines
Company Ltd.
Idle validation
Analogue throttles must be fitted with an idle validation switch (IVS). The idle validation threshold is the
demand level where the IVS operates. The IVS is mandatory in applications with analogue type throttles. This
validation method offers a safety benefit, in the event that an intermittent fault is present the engine goes to a
“limp home” speed (configurable with default set at 1200 rev / min) so no unexpected and sudden increases
in engine speed will be triggered. The ECM can be reset by switching the ignition off and on again.
Diagnostic zones
There is a diagnostic zone at both min and max travel where the ECM can detect if the throttle has a short
circuit / open circuit on any connection. To achieve this the throttle sensor output voltage at 100% should be
less than 5V and the voltage at 0% demand should be greater than 0V. The exact min and max may be
specified at the time of engine order, but default values of 0.5 volts min and 4.5 volts max will be entered as
diagnostic limits.
Throttle inputs are monitored to determine if an “out of range” fault exists (such as open circuit, short to ground
or short to battery). On detection of a fault the rev / min demand will be set to the limp home speed. The limp
home speed demand will remain even if the fault is cleared, until the ignition is turned off then on again.
Auto - calibration
In a normal production environment there will be differences in the manufacture of hand or foot throttle devices.
Also, it is possible that through the lifetime of a device there may be small changes in the minimum and
maximum output voltages from the device.There is an auto-calibration strategy that handles these differences.
This means that each time that engine is switched on, the ECM will assume the highest expected minimum
demand as 0% demand and the lowest possible maximum as 100% demand. If, in operation, values slightly
outside these limits are measured then the ECM will adjust the minimum or maximum limits accordingly. In this
way the throttle can automatically adapt to differences in manufacturing tolerance and to changes in response
over component lifetime.

PWM speed control
Alternatively a sensor giving a PWM output may be used in place of the potentiometer device. The sensor
output is a constant frequency signal whose pulse width (duty cycle) varies with accelerator pedal position. The
PWM device is an active sensor with integrated diagnostic zones, auto - calibration, error checking and idle
validation. The communications of demand to the ECM are via an encoded format that minimises the risk of
corruption. The PWM signal is expressed as a percentage as shown in the following example diagram.
Multi position switch

There are four digital inputs which may be combined to provide a selection of multiple engine operating
speeds. For most applications this function will provide the capability to switch between upto 4 defined speeds.
In special cases, in consultation with Perkins Engines Company Limited, these inputs may be combined to
provide upto 16 defined speeds.
J1939 CAN Comms Demand
The engine speed may temporarily controlled over the CAN interface using a specific J1939 message, TSC1,
to set the engine operation at a desired speed. This message is defined in detail within the CAN catalogue and
the appropriate J1939 standards, its use must be carefully studied before application approval will be granted.
Variable set speed controls for engine speed, PTO control etc
The variable ‘set speed’ functionality can be employed to provide a simple increase, decrease or hold speed
function. The control is enabled by an input, two inputs may be used to set, increase or decrease the engine
speed, and a disable input provides a return to idle function for safety and protection systems.
For mobile applications it can be used as a type of cruise control.
Speed demand throttle arbitration

A speed demand input requests a speed as a percentage of the range between idle and flight speed. When
there are two speed demand signals specified in the system, the engine ECM needs to know which one to
follow. This is done through throttle input arbitration, there are various arbitration options:
l Highest one wins - The speed demand requesting the greatest engine speed is always used
l Summing demand - Add the two percentage demands together to give an overall demand.
Note: This is limited to 100%, therefore if one speed demand is at already at 100%, then the other will have
no effect
l Switched throttle selection - A latched switch may be used to select between speed demand 1 and speed
demand 2. There are many situations where this kind of selection may be appropriate, only allowing one
speed demand to be active in a specific machine operating condition e.g. no hand throttle, only foot throttle
when vehicle is in on - highway mode.
l The set speed function works in competition with the other throttles on a highest win basis.
l The J1939 CAN communications speed demands overrides all other speed demands.

Throttle characteristic
Each of the proportional throttle inputs (PWM or analogue) may have an associated throttle characteristic. This
characteristic may be calibrated and consists of a two - dimensional table that allows the throttle position to be
converted into rev / min. This mechanism allows a non - linear sensor to give a linear demand or may be used
to give a linear sensor a non - linear rev / min.
The diagram below depicts a possible throttle position to rev / min demand:
rpm
demand
throttle position
By changing the calibration data the throttle characteristics may be tailored to the application. For example with
a hand throttle in an agricultural vehicle it is advantageous to have better speed control towards the top of the
engine rev / min range.
The throttle characteristics may be calibrated according to the application, by definition of a six point curve.
The default will be a linear relationship of throttle position to engine speed.

Variable (set speed) control of engine speed
Set speed control allows engine speed to be maintained and controlled (if physically possible) via a number of
switch inputs controlled by the operator. By automatically maintaining a manually set engine speed, the
operator is free to perform and concentrate on other tasks at hand. Its common applications include cruise
control and PTO speed control. To provide this facility the ECM incorporates a range of inputs, as follows:
l Set speed enable input (off/on) – this input enables the set speed functionality. It does not actually cause
the engine to go to a set speed; rather it then enables all the other set-speed control buttons to operate.
l Lower/set speed input – this input stores the current operating speed and then causes the engine to
maintain that speed. Subsequent inputs lower the engine speed by a defined decrement step or ramp rate
if the button is held down.
l Raise/resume set speed input – this input raises the engine speed by a defined increment/ramp rate if the
engine is in set speed operation. If the engine has previously (during the current ignition cycle) been in set
speed operation then this causes the engine to resume operation at the stored set speed.
l Set speed disable inputs (Automatic Disengagement / kick-out) – these inputs drop the engine out of set
speed control but without losing the currently stored set speed.
For robustness the two inputs work in opposition, only whilst the MIC pin 20 is not grounded and MIC pin
29 is grounded will the set speed control functions operate.
It is often used to provide a safety disable. Any number of automatic disengagement switches may be
connected, the switches to pin 29 must be in series and the switches to pin 20 in parallel. These switches
will be momentary with the operation of any switch disengaging the cruise control function. These switches
are normally fitted to brake or clutch pedals on mobile machines. On other machines they can be mounted
on the control panel or connected to safety systems.
l Set speed 1or 2 switches – these switches allow the operator to toggle between two different engine
speeds which have previously been stored as set speeds. For robustness, these two inputs must be in
opposition, if both are in same state then the ECM will disable the set speed functionality..
The maximum cruise control speed setting is the current flight speed, and the minimum is low idle. Once either
threshold value has been reached using raise or lower, depressing the same switch will have no effect as the
desired cruise speed will be ‘clipped’ to that threshold value.
Two set speed control

Two Set speed control offers similar functionality to single speed control but with the ability to record two set
speeds and toggle between them under operator control, only within a ignition cycle.
Switch input requirements are as per single speed engine control with the addition of a speed 1 / speed 2
switch to toggle between the 2 control speeds. This switch must be latched and when operated the demand
will change between the two speeds using a programmed acceleration rate (based on current engine speed)
to ensure smooth acceleration or deceleration. If the newly selected speed has not been set, the engine control
speed demand will be low idle.

Engine operating modes
Electronic control allows a single mechanical specification to deliver different rating curves and droop
characteristics. Each combination of rating and droop is known as a mode. A single ECM may be configured
to offer upto 8 different operating modes.
Torque / fuel limit maps
A maximum of four pre - defined torque / fuel limit (rating) curves may be selected when ordering the engine
and these will be embedded in the ECM. These curves may, in Multi mode operation, be toggled to provide
different operating characteristics whilst the engine is running.
Varying droop
Speed droop is the rate at which an engine will increase in speed if the load is reduced for a given throttle
setting. A droop slope of 10% would give a typical road driving feel. Some applications, however, require tighter
governing with only small variations of speed against load. A droop of 2% may be suitable for a PTO mode;
some applications may need isochronous governing where the droop is 0%.
There are four pre-defined droop percentages available - 0%, 2%, 5% and 10%.
Droop percentages must be specified for throttle inputs, both hard wired or via CAN communication.
Set - speed control or multi position throttle operation will automatically revert to isochronous governing (0%
droop).
Top engine limit
The system provides an adjustable Isochronous high speed governor that may be used to limit the engine
speed, to a value that differs to that which be achieved as a result of the rated speed and droop setting.
This ‘Top engine limit’ governor is configurable within the range ‘highest rated speed’ to 2750 rpm.
The diagram below illustrates the operation of this ‘limiter’
Rated
Speed
Power
Top
Engine Flight Speed =
Limit Rated speed x
Droop
Speed

Single mode
In single mode operation a rating curve must be selected, this is then the rating for the engine for the rest of
it’s life, unless a change is specially authorised. The droop percentage must also be specified for any throttle
inputs used.
Multi mode operation
For most applications this function will provide the capability to switch between 4 modes with each input
switching in a different mode. in special cases in consultation with Perkins Engines Company Limited these
inputs may be combined to provide upto 8 defined modes.
This functionality allows the machine behaviour to be optimised to suit a variety of tasks, operating constraints
and user requirements.
Use of all 3 mode switches to give a combination of operating modes
Mode Mode Mode CAN
Throttle Throttle Rating
switch 1 switch 2 switch 3 throttle Function
1 droop 2 droop number
position position position droop
Safe mode
Open Open Open 5% 5% 5% Rating 1
- on road
Economy mode
Open Open Closed 0% 0% 0% Rating 3
- hydraulic operating
Performance mode
Open Closed Open 2% 2% 2% Rating 3
- on road
Power mode
Closed Open Open 0% 0% 0% Rating 2
- hydraulic mode
Safe mode
Open Closed Closed 5% 5% 5% Rating 1
- on road
Safe mode
Closed Open Closed 5% 5% 5% Rating 1
- on road
Safe mode
Closed Closed Open 5% 5% 5% Rating 1
- on road
Safe mode
Closed Closed Closed 5% 5% 5% Rating 1
- on road
Note: This table is for illustration only and is not a recommendation.

Gauges / displays
The engine management system has outputs that are able to provide information to the machine operator in
three primary ways:
Lamps
Three outputs are available to illuminate or flash a lamp. Full details of their functionality are given later in this
document.
l Engine stop - provides information to recommend / inform the user that the engine needs to stop or is
stopping.
l Warning / cold start aid indication - provides information that the engine control system has detected a fault
with the engine / control system or that the cold start aid is in operation.
l Set speed lamp - directly indicates if the engine is in set speed control.
Driven displays
The ECM has direct drives for the following gauges; their fitment is dependent on the needs of each
application. Attention must be paid to matching of the gauge scaling and linearity to that of the output. It is
recommended that a suitable gauge is purchased directly from Perkins Engines Company Limited.
Engine speed / tachometer
The ECM outputs a signal suitable for driving a tachometer. This should be used to replace the familiar
connection between the W terminal of the alternator and tachometer. The ECM tachometer output is more
accurate than the output of the W terminal from the alternator.
Engine coolant temperature
The ECM outputs a pulse width modulated signal for driving a suitable coolant temperature gauge. It is
essential that any gauge fitted to this output is PWM compatible.
Engine lubrication oil pressure gauge
The ECM outputs a pulse width modulated signal for driving a suitable lubrication oil pressure gauge. It is
essential that any gauge fitted to this output is PWM compatible. The gauge output will be from 0 to 7 Bar.
Communication driven displays

The ECM is able to communicate important engine parameters via the digital CAN J1939 link to a vast array
of displays, gauges and other controllers.
An LCD display may be used to display engine running information as digital or digitally simulated analogue
gauges. Information it can include is:
l Diagnostic fault codes (active and logged)
l Engine operating parameters (engine speed, fuel temperature, coolant temp, and intake air pressure)
l Service information (total engine hours)
CAN driven analogue gauges may be used to display basic engine running information as an alternative to
analogue driven units.

Engine electrical control
In addition to running the engine, receiving the operators input and providing feedback to the operator, the
ECM has a range of functions that operate in the background to ensure the engine continues to operate as
intended.
Engine control / protection

Starting and stopping
Before the engine is started, power must be provided at the main power supplies via the machine interface
connector. To start the engine power must be fed to the key switch input. When the engine is subsequently
cranked, at or above the minimum cranking speed the engine will start.
To stop the engine, the key switch input to the ECM is switched to the ‘off’ state. The ECM immediately stops
sending fuel demands to the pump and shuts down in a controlled manner. The engine running data stored in
volatile memory is transferred to non - volatile memory, and the processor is shut down.
Stopping the engine other than via the key switch may adversely affect the subsequent re-starting.
Emergency stops may also be implemented, they must cut power to the fuel pump but not to the ECM. The
diagnostic system will log faults that indicate that the engine has been stopped by abnormal means.
Pump power relay
There is an output from the ECM for a relay to control the power to the VP30 Electronic distributor pump. This
output / relay must be used to ensure the pump is shut down by the ECM at the correct time.
Lift pump power relay
For electronic 4 cylinder 1100 Series engines there is an output from the ECM to drive a relay controlling the
power to the electric lift pump. 6 cylinder engines have a mechanical lift pump and therefore this output is not
controlled.
Start aid relay
There is an output from the ECM for a relay to control the power to the start aid system. This output’s operation
is dependent on the engines temperatures and works in conjunction with the engine warning light which
indicates when the start aid is in operation.

Engine and system monitoring
Engine protection
The ECM monitors engine temperatures, pressures and speed as detailed below. If any of these parameters
exceeds a trip point for a period of time longer than a delay period, the ECM logs the event and actions the
appropriate level of engine protection.
The following channels are monitored:
l Lubricating oil pressure
l Coolant temperature
l Engine speed
l Intake manifold air temperature
l Fuel temperature.
To allow for heat soak situations, temperature protection is disabled for a period of time after engine start. The
oil pressure protection is disabled whilst the engine is cranking.
For basic engine protection, the engine has protection in two stages:
Warning + De-rate
If the engine operating condition, high coolant temperature, high intake air temperature and high fuel
temperature exceeds certain critical limits then the control system will automatically
de-rate the engine and inform the operator via the warning lamps. If the engine goes into the de-rate condition,
the event will be logged in the ECM’s memory, a event code will be transmitted over the CAN bus and the
warning lamp will flash. Once in the de-rate mode the fault code and output will remain whilst the alarm
condition exists. The event will remain in the ECM’s memory after shutdown.
Warning + De-rate + Shutdown
If an engine parameter reaches the shutdown condition i.e. lubricating oil pressure, the ECM will log the fault
and shutdown the engine. If the engine goes into the shutdown condition the event will be logged in the ECM’s
memory, a event code will be transmitted the CAN bus and stop engine lamp will flash. The shutdown condition
will latch in until the ECM is reset.
Critical protection override

Note: Critical protection override is currently not available.
Where applicable, the engine protection (shutdown) can be disabled by the service tool under factory
password protection. Typical situations include safety critical fire pumps, on - highway machines, etc.
When critical protection override is set, the ECM will log any event and continue to run the engine even under
all appropriate fault conditions. If the engine enters a fault condition, the ECM will log the event in memory.
Warning! Any warranty given on the engine becomes void if the engine is run in a fault condition with the
critical protection override set, as the engine could run to destruction.
Continued

Diagnostics
Default diagnostics will be automatically performed on most analogue input signals to the ECM, this includes
analogue, PWM and speed / frequency inputs but not digital inputs. Faults will be validated over time to remove
intermittent faults caused by loose wiring, poor connections or faulty sensor. Where possible, when a sensor
fault has been validated, a default value will be substituted so as to allow the engine to continue operation.
Any fault with the sensors on the engine instigates a diagnostic code and is communicated to the operator via
the warning lamps. This gives an indication to the operator that the engine protection has been compromised
and that prolonged running of the engine in this condition may result in engine failure. The following sensors
are monitored for out of range and open or short circuit:
l Lubricating oil pressure
l Intake air pressure
l Intake manifold air temperature
l Fuel temperature
l Coolant temperature
l Engine speed
l Desired speed input.

Indicator lamps
Lamp states before engine is cranked - bulb check
When the ignition is turned on, the ECM will illuminate each bulb for 2 seconds then extinguish them, unless
the cold start illumination is required.
On On
For 2 seconds or until the engine is cranked
Then off Off
unless cold start
Lamp states before engine is cranked - cold start indication

Solid warning lamp at start then will go out when ready to crank
Solid Off
Whilst ‘start aid’ is operating
Then off Off
When engine is cranked or start aid operation completed
Lamp states whilst engine cranking

When the engine is cranked the EMS will only illuminate the engine indicator lamps if necessary - e.g. lack of
lubrication oil pressure after start delay exceeded, the engine stop lamp will be illuminated.
Off Off
No problems
Off On
Lubrication oil pressure low (after delay exceeded)

Lamp states after engine cranking - if engine failed to start
Off Off
No detected faults
On Off
Electrical fault warning
Off Flashing
Stop engine - stop engine fault detected that prevented the engine
start
Other lamp states

Lamp states that may be exhibited when the engine is running or has shut down automatically
Off Off
No detected faults
Off On
Oil pressure low
Flashing Off
Coolant temp is high or intake air temp is high, engine may be de -
rating
Off Flashing
Stop engine fault detected or exceeding de-rate conditions
On Off
Electrical fault warning
On On
Oil pressure is low and electrical fault warning
On Flashing
Stop engine fault detected or exceeding de-rate conditions and
electrical fault warning
Flashing On
The oil pressure is low and the coolant temp is high or intake air
temperature is high etc. engine may be de - rating

Engine logging
Engine hours
The ECM records the total engine operating hours. This is the elapsed time that fuel has been injected and
does not include ignition ON times when the engine has not been started or has stalled. The total engine hours
is not able to be set again via a service tool and will therefore, give an accurate indication of the total time the
engine has been operated with the factory fitted ECM.
This log provides lifetime information for an engine that may be used by installers
and Perkins Engine Company Limited. for analysis of engine wear.
Diagnostic and configuration tools
The electronic control system has a range of diagnostic facilities to aid in the identification and rectification of
any faults within the engine or the electronics system. This information may be accessed via either of two
communication links, (PDL) or the industry standard SAE J1939 - CAN protocol.
TIPSS
To support the electronic product, Perkins offers the TIPSS suite of diagnostic and service tools, including
TIPSS EST. TIPSS EST is designed for use on a laptop computer to communicate with the ECM over PDL,
via a communications interface adapter. It is capable of reading all the relevant diagnostic information, allowing
the technician to understand the problems and symptoms.
Diagnostic connector for service tool
A service tool connector is available on the engine harness.
This allows connection of a diagnostic service tool to either the J1939 CAN Bus and / or the (PDL) without
disconnecting the main harness.
The 9-pin connector fitted to the engine harness will be of Deutsch type HD10 - 9 - 96P - B009. The connector
required on a service tool is therefore a Deutsch HD16 - 9 - 96S.
Machine Interface connector Pin out and functionality
Pin Description
A Battery +
B Battery -
C CAN screen
D PDL +
E PDL -
F CAN -
G CAN +
H Not connected
J Not connected

1104 / 1106 A4E1 engine control connectivity
Perkins I / O allocation version 2.0 - please note that this diagram is appropriate for standard Perkins
applications ECM software release 7March 2002. This information will vary with new software releases and for
different functionality groups and the connectivity should be confirmed for the software release being used in
the application. Some connections have different functions dependant upon the configuration options selected.
Pin Description Standard Optional

MIC - 1 Not used
MIC - 2 SWB 1 Set speed control set/lower If set speed control selected
MIC - 3 SWB 2 Set speed control resume/raise If set speed control selected
MIC - 4 CDL / PDL + CDL / PDL + -
MIC - 5 CDL / PDL - CDL / PDL - -
MIC - 6 DF_PWM 2 + -
MIC - 7 Not used
MIC - 8 Not Used
MIC - 9 SWG 11 Mode switch 3 If multi-mode capability selected
MIC - 10 SWG 8 Throttle selection If switched throttle arbitration selected
Set speed control speed toggle
If set speed control selected
Speed 1 = closed
MIC - 11 SWG 5 Speed 2 = open
If multi position throttle switch
Multi position throttle switch 3
selected
MIC - 12 D OUT_0.3A 2 Warning / cold start lamp
MIC - 13 D OUT_0.3A 4 Set speed active lamp If set speed control selected
MIC - 14 Not used
MIC - 15 Not used
If throttle 1 is selected as PWM
MIC - 16 AIN_ACT 5 / PWM_I 1 Throttle 1 PWM
throttle
MIC - 17 VS_8_70mA PWM throttle supply
If throttle 1 is selected as analogue
MIC - 18 AIN_ACT 1 Throttle 2 analogue
throttle
Set speed control speed toggle
If set speed control selected
Speed 1 = open
MIC - 19 SWG 6 Speed 2 = closed
If multi position throttle switch
selected
Set speed control disengage If set speed control selected
MIC - 20 SWG 4
Disengage if switched to ground
If throttle 1 is selected as an analogue
MIC - 22 SWG 1 Throttle 1 IVS
throttle with IVS
D OUT_0.3A 3 -
MIC - 23 Stop lamp
(default on)
MIC - 24 Not used
MIC - 25 AIN_ACT4 Throttle 1 analogue throttle
MIC - 26 Not used

MIC - 27 Not used

Cruise control On/Off If set speed control selected
MIC - 28 SWG 3 If multi position throttle switch
selected
Set speed control disengage
MIC - 29 SWG 7 Disengage if not switched to If set speed control selected
ground
MIC - 31 D OUT_0.3A 1 Fuel lift pump control Only 4 cylinder engines
MIC - 32 Not used
MIC - 33 Not used
MIC - 34 Not used
MIC - 35 AIN_PAS 3 -
MIC - 36 SWG 2 Throttle 2 IVS
throttle with IVS
MIC - 37 SWG RETURN Switch return -
MIC - 38 SWG 12 -
MIC - 39 P_FREQOUT 1 Tachometer -
MIC - 40 Not used
MIC - 41 Not used
MIC - 42 D OUT_0.3A 6 FIP power control
MIC - 43 D OUT_0.3A 5 Start aid control If start aid control is enabled
MIC - 44 VS_RETURN M Machine sensor return -
MIC - 45 VS_5_200mA M Machine sensor supply -
MIC - 46 POUT_20mA 1 Coolant temp gauge -
MIC - 47 POUT_20mA 2 Oil pressure gauge -
MIC - 48 VP30 battery + VP30 batt+ -
MIC - 49 Not used
E_D OUT_1A 1 -
MIC - 50
Return
MIC - 51 Not used
MIC - 52 CAN B + CAN B + -
MIC - 53 12V_D OUT_0.3A 14 -
MIC - 54 12V_D OUT_0.3A 12 -
MIC - 55 Not used
MIC - 56 Battery + Battery + -
MIC - 57 Battery + Battery + -
MIC - 58 VP30 battery - VP30 batt - -
MIC - 59 Not used
MIC - 60 E_D OUT_1A 1 + -
MIC - 61 CAN B - CAN B - -
MIC - 62 12V_D OUT_0.3A 13 -
MIC - 63 12V_D OUT_0.3A 10 -
MIC - 64 12V_D OUT_0.3A 9 -
MIC - 65 12V_D OUT_0.3A 8 -
MIC - 66 12V_D OUT_0.3A 7 -
MIC - 67 12V_D OUT_0.3A 11 -
MIC - 68 Battery - Battery - -

MIC - 69 Battery - Battery - -
MIC - 70 SWK_0 Key switch -

2
Supported engine parameters - J1939 2
Electronic engine controller #2 (EEC2)

Transmission repetition rate 50 ms
Data length 8 bytes
Data page (DP) 0
PDU format (PF) 240
PDU specific (PS) 3
Default priority (P) 3
Parameter group number (PGN) 61443 (F003)
Byte 2 - accelerator pedal (AP) position
SPN 91
Resolution 0.4% / bit gain, 0 offset
Data range 0 to 100%
Byte 3 - percent load at current speed
SPN 92
Resolution 1% / bit gain, 0 offset
Byte 4 - remote accelerator
SPN 974
Resolution 0.4% / bit gain, 0 offset

Data length 8 bytes
Data page (DP) 0
PDU format (PF) 240
PDU format (PF) 240
PDU specific (PS) 4
Parameter group number (PGN) 61444 (F004)
Byte 3 - actual engine - percent torque
SPN 513
Resolution 1% / bit gain, - 125 offset
Data range - 125 to 125%
Byte 4, 5 - engine speed
SPN 190
Resolution - lower byte 0.125 rev / min / bit gain 0 rev / min offset
Resolution - upper byte 32 rev / min / bit
Data range 0 to 8031.875 rev / min

Data length 8 bytes
Data page (DP) 0
PDU format (PF) 254
PDU specific (PS) 223
Parameter group number (PGN) 65247 (FEDF)
Byte 2, 3 - engine desired operating speed
SPN 515

Engine configuration
On Change of torque speed points of more
Transmission repetition rate
than 10% or every 5 seconds
Data length 28 bytes
Data page (DP) 0
PDU format (PF) 254
Parameter group number (PGN) 65251 (FEE3)
Byte 1, 2 - engine speed at idle point 1
SPN 188
Byte 3 - percent torque at idle, point 1
SPN 539
Byte 4, 5 - engine speed at point 2
SPN 528
Byte 6 - percent torque at point 2
SPN 540
SPN 529
Byte 9 - percent torque at point 3
SPN 541
SPN 530
Byte 12 - percent Torque at Point 4
SPN 542

Engine configuration
SPN 531
Byte 15 - percent torque point 5
SPN 543
Byte 16, 17 - engine speed at high idle point 6
SPN 532
Byte 20, 21 - reference engine torque
SPN 544
Resolution 1 Nm / bit gain, 0 Nm offset
Data range 0 to 64255 Nm
Byte 22, 23 - maximum momentary engine override speed, point 7
SPN 533
Resolution 0.125 rev / min / bit gain 0 rev / min offset
Byte 24 - maximum momentary override time limit
SPN 534
Resolution 0.1 s / bit gain, 0 s offset
Data range 0 to 25 s (255= no time limit)
Byte 25 - requested speed control data range lower limit
SPN 535
Resolution 10 rev / min / bit gain, 0 offset
Data range 0 to 2500 rev / min
Byte 26 - requested speed control data range upper limit
SPN 536
Resolution 10 rev / min / bit gain, 0 offset
Data range 0 to 2500 rev / min
Byte 27 - requested torque control data range lower limit
SPN 537
Resolution 1% / bit gain, - 125% offset
Byte 28 - requested torque control data range upper limit
SPN 538

Engine hours, revolutions
Transmission repetition rate On request
Data length 8 bytes
Data page (DP) 0
PDU format (PF) 254
Bytes 1 to 4 - total engine hours
SPN 247
Resolution 0.05 h / bit gain, 0 offset
Data range 0 to 210,554,060.75 hours

Engine temperature
Transmission repetition rate 1s
Data length 8 bytes
Data page (DP) 0
PDU format (PF) 254
Parameter group number (PGN) 65262 (FEEE)
Bytes 1 - engine coolant temperature
SPN 110
Resolution 1 °C / bit gain, - 40 °C offset
Data range - 40 ° to 210 °C
Bytes 2 - fuel temperature
SPN 174
Data range - 40 ° to 210 °C

Inlet / exhaust conditions
Transmission repetition rate 0.5 s
Data length 8 bytes
Data page (DP) 0
PDU format (PF) 254
Parameter group number (PGN) 65270 (FEF6)
Bytes 2 - boost pressure
SPN 102
Resolution 2 kPa / bit gain, 0 offset
Data range 0 to 500 kPa
Bytes 3 - intake manifold 1 temperature
SPN 105
Data range - 40 °C to 210 °C

Fuel consumption
Transmission repetition rate On request
Data length 8 bytes
Data page (DP) 0
PDU format (PF) 254
Bytes 5 to 8 - total fuel used
SPN 250
Resolution 0.05 l / bit gain, 0 offset
Data range 0 to 2,105,540,607.5 l

Engine fluid level / pressure
Transmission repetition rate 0.5 s
Data length 8 bytes
Data page (DP) 0
PDU format (PF) 254
Parameter group number (PGN) 65263 (FEEF)
Byte 4 - engine oil pressure
SPN 100
Resolution 4 kPa / bit gain, 0 offset
Data range 0 to 1000 kPa

Fuel economy
Data length 8 bytes
Data page (DP) 0
Parameter group number (PGN) 65266 (FEF2)
Bytes 1, 2 - fuel rate
SPN 183
Resolution 0.05 l / h per bit gain, 0 offset
Data range 0 to 3212.75 l / h

Torque / speed control #1: TSC1
Transmission repetition rate 10 ms to the engine from the transmission
Data length 8 bytes
Data page (DP) 0
PDU format (PF) 0
Destination address (in this case the
PDU specific (PS) destination is the engine so destination
address = 0)
Parameter group number (PGN) 0 (0000)
Byte 1 - control bits
Bit 6,5 Override control mode priority Refer to J1939-71
Bit 4,3 Requested speed control conditions Refer to J1939-71
Bit 2,1 Override control modes Refer to J1939-71
Byte 2, 3 - requested speed limit
SPN 898
Byte 4 requested torque limit
SPN 518
Data range - 125% to + 125%

Supported diagnostic codes J1939
The diagnostic codes that will be supported by the ECM will be the DM1, DM2 and DM3 sections of the SAE
J1939 - 73 specification.
DM1 - Active diagnostic trouble codes
Transmission repetition rate Variable - refer to J1939-73
Variable - refer to SAE J1939-73
Data length
and J1939-23
Data page (DP) 0
PDU format (PF) 254
Parameter group number (PGN) 65226 (FECA)
Byte 1 - lamp status
Bits 8 - 7 malfunction indicator lamp 01 = on, 00 = off
Bits 6 - 5 red stop lamp 01 = on, 00 = off
Bits 4 - 3 amber warning lamp 01 = on, 00 = off
Bits 2 - 1 protect service lamp 01 = on, 00 = off
Byte 3 - SPN least significant bits
Bits 8 - 1 SPN, 8 least significant bits (most significant at bit 8)
Byte 4 - SPN second byte
Bits 8 - 1 SPN, second byte (most significant at bit 8)
Byte 5 - SPN (3 most significant bits) and FMI
Bits 8 - 6 SPN, 3 most significant bits (most significant at bit 8)
Bits 5 - 1 FMI (most significant at bit 5) 0 to 31
Byte 6 - SPN conversion method and occurrence count
Bit 8 SPN conversion method ECM uses 1
Bits 7 - 1 occurrence count 0 to 126 (127 = not available)
Note: If more than one fault code is present then the DM1 / DM2 messages will be sent using the multipacket
transport protocol as defined in J1939-21.

DM2 - Previously active diagnostic trouble codes
Transmission repetition rate Variable - refer to J1939-73
Variable - refer to SAE J1939-73
Data length
and J1939-23
Data page (DP) 0
PDU format (PF) 254
Parameter group number (PGN) 65227 (FECB)
Byte 4 - SPN second byte*
Byte 5 - SPN (3 most significant bits) and FMI
Note: If more than one fault code is present then the DM1 / DM2 messages will be sent using the multipacket
transport protocol as defined in J1939-21.

DM3 - Diagnostic data clear / reset of previously active DTCs
On request using PGN 59904. Note that
acknowledgement or negative
Transmission repetition rate
acknowledgement messages are
required
Data length 0
Data page (DP) 0
PDU format (PF) 254
Parameter group number (PGN) 65228 (FECC)
Byte 4 - SPN second byte
Byte 5 - SPN (3 most significant bits) and FMI8

Data and features available over the J1939 link
Operating parameters
Electronic control of an engine requires electronic sensors for measuring engine operating parameters and
sensing operator demands. The J1939 communications protocol supports a number of standard messages for
making available the values from these sensors to any external equipment. Only certain messages in the SAE
J1939 standard are relevant to the engine control. Therefore the ECM supports, a subset of the J1939
standard. Detail of the messages supported by the ECM is given in Appendix 2.
Note: Some messages may be only partially supported (i.e. not all defined bytes are used by the ECM).
Fault management
Outputs that the ECM controls will also be monitored for correct operation. The ECM will continually monitor
these sensor inputs and outputs to determine if any faults exist.
Faults are detected and validated over time to discard intermittent faults, validated faults are then recorded
and made available over the CAN bus via the J1939 communication protocol. These fault indication messages
may then be used by any compatible equipment, such as service tools and display instruments.
Speed demand over J1939
The engine controller may be connected to the transmission controller via the CAN bus using the J1939
protocol to provide transmission support. The J1939 protocol defines a number of control and status messages
that may be used for transmission support, in all cases the transmission makes demands of the engine ECM.
l A special J1939 message called torque / speed control #1 (TSC1) allows devices such as transmission
controllers and process controllers to temporarily demand a speed of the engine.
l Implementation of TSC1 by the installer must be done with care however, as the ECM will try to react to
any TSC1 messages that it receives. It is the responsibility of the installer to ensure that the TSC1
messages that are present on the machine CAN network are valid
l See Appendix 2 details of the J1939 messages that use these features.
Fuel economy
Fuel economy data will be output over CAN using J1939 for use by any suitable external equipment. Two
values will be available, one will be litres per hour for fuel rate (instantaneous fuel consumption) and the other
in litres for the total fuel consumption.
The ECM is able to deliver desired quantities of fuel per injection and is therefore able to provide accurate fuel
consumption figures, this information may therefore be used to determine accurate fuel economy figures. This
feature removes the need for a fuel flow meter to be fitted with obvious cost savings in hardware and machine
manufacture.
J1939 Diagnostic code reader
This is a low cost electronic tool, designed to read active and logged fault codes, and clear faults, over the CAN
J1939 bus. It will also display a number of engine parameters.

3
Standard Electronic Power Unit (SEPU) Options 3
Application selection
Standard electronic power unit (SEPU) applications provide a simplified range of opportunities to utilise the
Perkins 1100 Series electronic engines. They do not exploit the full functionality and opportunities available
from the electronic engine. They are intended to support applications that do not justify the costs or resources
associated with developing a machine specific application.
SEPU 1 SEPU 2 SEPU 3

Mechanical Engine with preset operating
Description Mobile applications
replacement speed(s)
Engine responds to one or
Engine operates in Engine operates at set / variable
two throttles, has engine
Functionality response to single speeds in response to button
set speed and multiple
throttle input presses
torque map options
Applications that require
a simple replacement
for an existing Compressor Tractor
Example
mechanical engine. Pump Crane
applications
Any low functionality Wood chipper Backhoe loader
application including
mobile machines
“Single set speed (B)” on page 42.
Compressors
“Multiple defined speeds (C)” on
Variations None page 47. Two throttles
“Single variable speed (D)” on page
54. Wood chipper, concrete pump,
rock crusher, etc
Simplification
To simplify ordering, configuration and application, certain customer selections available from the engine
management system are pre-defined.
These include:
l Throttle input filters are matched to the Perkins accessories throttle devices. The throttle position to
demand relationship will be as linear as possible
l Gauge drivers are matched to the Perkins accessories gauges - oil pressure, coolant temperature and
tachometer (pulses / rev)
l Warning / derate / stop parameters and functionality are set to defaults with an emphasis on engine
protection.
Parameters may, if appropriate and authorised by the machine manufacturer, be changed by the service tool
for the end customer.

Simple mechanical replacement
Single throttle (A) - variable speed and droop control

This solution provides for a system whereby the engine response is directly controlled by the movement of the
input linkage. It is therefore applicable to any application that is capable of operating a bell crank on the throttle
potentiometer in a similar fashion to the movement of the throttle lever on the mechanical fuel pump.
This solution is suitable for applications where very little integration or additional engineering is a requirement
when compared to the solution used for a mechanical engine.
This solution can be used in most replacement engine situations.
The solution is also appropriate in applications where there is a complex mechanical demand control system
that the electronic engine control functionality does not replicate.
The engine should be installed in place of the mechanical solution and the throttle cable led to a suitably
mounted throttle potentiometer.
Skills required to perform installation
l TIPSS operator - to allow the configuration options to be verified and the system integrity to be checked.
l Wiring and electrical component installation skills - to ensure that the harnessing and external components
are installed in compliance with the application guide.
l Understanding of 1100 Series product.

Wiring diagram - single throttle control (A)
Machine Interface
Connector
10A
56 Battery +
57 Battery +
Ignition key
switch
See note 1 Off 70 Ignition switch input
On
Start
To
starter
motor
relay
Stop lamp Stop lamp
23
12 Warning lamp
3A
Warning / cold start lamp
Start aid
relay
43 Start aid control
See note 5
To start
aid
Fuel injection pump

relay Fuel pump power control
42
30A
48 Fuel injection pump power +
Electric Lift Pump Relay (1104 Engines Only)

31 Lift pump control
20A
1 Electric Lift Pump +
2 Electric Lift Pump -
58 Fuel injection pump power -

68 Battery -
69 Battery -
17 Sensor vref +8v

16 Pwm throttle input 1
45 Sensor vref +5v
Pwm
throttle
sensor
12V
44 Sensor common 0 volts
37 Switch return
OR
+ Battery
supply
via ignition Analogue
throttle 25 Analogue throttle input
sensor
and idle
1A validation
switch
22 Idle validation switch input
IGN
Ground Send
Tachometer
Battery
negative
+5 volts MIC
pin no 45
I
Coolant temp
G gauge S
Oil pressure
G S
gauge
39 Frequency output (tachometer)

46 Pwm output (water temp.)
47 Pwm output (oil press.)
CAN J1939 BUS
52 SAE J1939 +
61 SAE J1939 -
NOTES 120
OHM
1. Value dependent on starter motor relay current / auxilary loads
2. The oil and water gauges must be compatible PWM gauges. These
may be obtained directly from Perkins. Alternatively, traditional gauges Digital
may be used with the customers own senders. display
3 The start aid relay is optional. A manual button may still be used for
thermostart control, if prefered.
4 Warning and Stop lamps are mandatory
5 Fuse value 1104 - 50A Antisurge
1106 - 15A
6. Dotted lines are optional configuration only.
A R1523

Single throttle control configuration parameters (A)
Complete the following information on the CEOS system. Use defaults if possible.
SEPU Order Selection

Description Options
Code
12 Volt application (1)
System voltage Select as appropriate
Insert the appropriate
Rating definition Rating groups are listed in the ERM
rating group number
Warning and Derate (1)
Engine monitoring 1 (default)
Warning, Derate and shutdown (2)
Idle speed in the range 700 rev / min to 1200 Select as required,
Low idle speed
rev / min to the nearest 10 rev / min recommend 750 (default)
Enter required top engine limit in the range
Select as required,
Top engine limit between the rated speed and 2750 rev / min to
recommend 2750 (default)
the nearest 10 rev / min
Ratio of pulses per engine revolution 4 (default) for Perkins
Tachometer gauge calibration
Min = 0.1 Max = 100 (step size 0.1) accessories
Not used = 1 Select 2 if using Analogue
Analogue potentiometer throttle = 2 (default) throttle
Engine demand type 1
PWM throttle = 3 Select 3 if using PWM
Multi-position switch = 4 throttle
Analogue/PWM throttle 1 Leave as defaults if using Perkins accessories
Defaults
calibration throttles
Speed demand 1 - Idle Idle validation switch used = 1 (default)
1 (default)
validation (not PWM) Not used = 2
Not used = 1 (default)
Speed demand type 2 Analogue potentiometer throttle = 2 1 (default)
Multi-position switch = 3
Leave as defaults if using Perkins accessories
Analogue throttle 2 calibration Defaults
throttles
Select 2
validation Not used = 2
Multi-position throttle switch
Ignore Defaults
coding
Not applicable (no throttle or single throttle
used) = 1
Throttle arbitration Manual selection = 2 Select 1
Summing = 3
Highest wins = 4 (default)
No start aid = 1 (default)
Start aid Select as appropriate
Start aid active = 2
Disabled = 1 (default)
Torque speed control Select as appropriate
Enabled = 2
No set speed control = 1 (default)
Set speed control Single set speed control = 2 1 (default)
Twin set speed control = 3
Mode switches Valid switch combination (valid / invalid) Select valid (row one only)
Complete first row only Droop valve all throttles (0, 2, 5, 10) Select as appropriate
(all switches open) Rating number (1, 2, 3, 4,) Select as appropriate
Throttle characteristics Leave as defaults Defaults

Single throttle control ancillaries (A)
These ancillaries are selected by Perkins for their compatibility and suitability for this SEPU application.
Component function Fitment detail Operating mode

Foot pedal floor mount Potentiometer and idle validation
Foot pedal bulkhead mount Potentiometer and idle validation
Throttle.
Select only one Hand throttle Potentiometer and idle validation
Throttle spindle - suitable for
Potentiometer and idle validation
attaching a bell crank
Ignition key switch Bulkhead / panel fixing Security keyed simple lever
Bulkhead / panel fixing. only if 12V
Start aid relay
start aid specified 24V
12V
Pump power relay Bulkhead / panel fixing
24V
Red - stop
Warning lamps Bulkhead / panel fixing
Orange - warning
12V
Tachometer gauge Bulkhead / panel fixing
24V
12V
Oil pressure gauge Bulkhead / panel fixing
24V
12V
Coolant temp gauge Bulkhead / panel fixing
24V
Multi function LCD Pre-configured and 12V
Bulkhead / panel fixing
display Pre-configured and 24V

Speed set operation
Single set speed (B)

An application where the engine, in response to control input (e.g. a button press) should accelerate up to the
set engine speed. When the button is released / switched off the engine speed will return to idle.
This is suitable for applications where the device has a single optimum speed. This could include: fire pumps,
irrigation pumps and compressors.
If the button is not used and a wire link is inserted then the engine will accelerate up to the set engine speed
as soon as it starts.
The acceleration rate of engine speed will be the highest possible for the engine, if this needs to be limited then
the task is outside of the current SEPU offering.
l Wiring and electrical component installation skills - to ensure that the harness and external components

Wiring diagram - single set speed (B)
Machine Interface
10A Connector
56 Battery +
57 Battery +
Ignition key
switch
On
Start
Stop lamp
23 Stop lamp
12 Warning lamp
3A
Start aid
relay
See note 5
To start aid
Fuel injection
pump relay
42 Fuel pump power control
30A
Electric lift pump relay (1104 engines only)

20A
1 Electric lift pump +
2 Electric lift pump -

68 Battery -
69 Battery -
+ Battery
supply
via ignition
12V
1A
37 Switch return
IGN
Ground Send
Tachometer
+5 volts MIC
pin no 45 Use wire link
I instead of switch
if idle no required
Coolant 28 Throttle position switch 1
Battery G temp S
negative gauge
Oil
G pressure S
gauge

46 PWM output (water temp.)
47 PWM output (oil press.)
CAN J1939 BUS
52 SAE J1939 +
61 SAE J1939 -
120
OHM
NOTES
1. Value dependent on starter motor relay current / auxilary loads Digital
2. The oil and water gauges must be compatible PWM gauges. These display
may be obtained directly from Perkins. Alternatively, traditional gauges
may be used with the customers own senders.
3. The start aid relay is optional. A manual button may still be used for
4. Warning and Stop lamps are mandatory
5. Fuse value 1104 - 50A Antisurge
1106 - 15A
B R1524

Single set speed configuration parameters (B)

Description Option
Code
Insert the appropriate rating
group number
Idle speed in the range 700 rev / min to Select as required,
Low idle speed
1200 rev / min to the nearest 10 rev / min recommend 750 (default)
Select as required,
Top engine limit between the rated speed and 2750 rev /
min to the nearest 10 rev / min
Not used = 1
Analogue potentiometer throttle = 2 Select 2 if using Analogue
Engine demand type 1 (default) throttle
PWM throttle = 3 Select 3 if using PWM throttle
Analogue/PWM throttle 1 Leave as defaults if using Perkins
Defaults
calibration accessories throttles
Speed demand 1 - Idle validation Idle validation switch used = 1 (default)
1 (default)
(not PWM) Not used = 2
Leave as defaults if using Perkins
accessories throttles
Idle validation switch used = 1 (default)
Speed demand 2 - Idle validation Select 2
Not used = 2

Description Option
Code
Switch 4 Switch 3 Switch 2 Switch 1
-
position position position position
Open Open Open Open Idle speed
Enter required set operating
speed in range low idle speed
Open Open Open Closed
to - maximum rated speed to
nearest 10 rev / min
Open Open Closed Open Idle speed
Open Open Closed Closed Idle speed
Open Closed Open Open Idle speed
Multi position throttle switch coding
Open Closed Open Closed Idle speed
Open Closed Closed Open Idle speed
Open Closed Closed Closed Idle speed
Closed Open Open Open Idle speed
Closed Open Open Closed Idle speed
Closed Open Closed Open Idle speed
Closed Open Closed Closed Idle speed
Closed Closed Open Open Idle speed
Closed Closed Open Closed Idle speed
Closed Closed Closed Open Idle speed
Closed Closed Closed Closed Idle speed
Not applicable (no throttle or single
throttle used) = 1
Summing = 3
Enabled = 2
Dual set speed control = 3
Valid switch combination (valid / invalid)
Mode switches Select valid (row one only)
Droop valve all throttles (0, 2, 5, 10)
Complete first row only Select as appropriate
Rating number (1, 2, 3, 4,)
(all switches open) Select as appropriate
Select valid (row one only)
The engine speed should be configured by the machine manufacturer to ensure the engine operates at the
optimum speed for the device to which it is attached. The droop characteristic for most of these applications
will be 0% (isochronous).
Single set speed ancillaries (B)

Push button
Latching set speed switch Bulkhead / panel fixing
toggle switch
Security keyed
Ignition key switch Bulkhead / panel fixing
simple lever

Bulkhead / panel fixing 12V
Start aid relay
only if start aid specified 24V
12V
24V
Red - stop
Orange - warning
12V
24V
12V
24V
12V
24V
Pre-configured and 12V
Multi function LCD display Bulkhead / panel fixing

Multiple defined speeds (C)
An application where the engine, in response to an arrangement of switched inputs will operate at one of a
range of defined speeds.
This is suitable for applications where the device has multiple operating speeds that are either defined for the
specific output reasons, for simplicity of operator use or for operation dependent upon the environment - e.g.
quiet modes.
This could include: auxiliary engine on road sweeper, multiple speed water pumps, etc.
The number of set speeds is restricted to four, the ECM is capable of providing more, however these are
outside the scope of the SEPU offering and require a specialist electronics application engineer.
If less than four set speeds are required then the unused speeds should be set at configuration / ordering to
the same as the selected idle speed and the wires not connected.
The engine speed should be configured by the machine manufacturer.
The droop characteristic for most of these applications will be 0% (isochronous).

Wiring diagram - multiple set speeds (C)
Machine Interface
Connector
10A
56 Battery +
57 Battery +
Ignition key
switch
On
Start
To
starter
motor
relay
Stop lamp Stop lamp
23
12 Warning lamp
3A See note 4
Start aid relay Start aid control

43
See note 5
To start aid
Fuel injection
pump relay
30A
Electric lift pump relay (1104 engines only) Lift pump control
31
20A

68 Battery -
69 Battery -
12V
37 Switch return
+ Battery
supply
via ignition
1A
IGN
Ground Send Throttle position switch 1

Tachometer There are many arrangements of these 28
switches posible. Essentially there are
Battery Throttle position switch 2
only 4 inputs nd how they are used will 20
negative
affect the configuration. See the next
+5 volts MIC 11 Throttle position switch 3
section for common examples that lead
pin no 45
to different functionalities
I 19 Throttle position switch 4
Coolant
G temp S
gauge
oil
pressure S
G
gauge

CAN J1939 BUS
52 SAE J1939 +
NOTES 61 SAE J1939 -
1. Value dependent on starter motor relay current / auxilary loads 120
2. The oil and water gauges must be compatible PWM gauges. These OHM
3. The start aid relay is optional. A manual button may still be used for Digital
thermostart control, if prefered. display
1106 - 15A
C R1525

Multiple set speed configuration parameters (C)

Description Option
Code
rating group number
Idle speed in the range 700 rev / min to Select as required,
Low idle speed
1200 rev / min to the nearest 10 rev / min recommend 750 (default)
Select as required,
Top engine limit between the rated speed and 2750 rev / min
to the nearest 10 rev / min
Not used = 1
Select 2 if using Analogue
Analogue potentiometer throttle = 2
throttle
Engine demand type 1 (default)
Select 3 if using PWM
PWM throttle = 3
throttle
Analogue/PWM throttle 1 calibration Defaults
Speed demand 1 - Idle validation Idle validation switch used = 1 (default)
1 (default)
(not PWM) Not used = 2
Idle validation switch used = 1 (default)
Speed demand 2 - Idle validation Select 2
Not used = 2
Multi-position throttle switch coding See tables in the follwing section
Not applicable (no throttle or single
throttle used) = 1
Summing = 3
Enabled = 2

Switch arrangement - two speed
E.g. 1500 / 1800 rev / min.
28 Speed 1
20 Speed 2
Switch Return
37
Multi position throttle switch

Switch 4 Switch 3 Switch 2 Switch 1 Value
position Position Position Position
Open Open Open Open Idle speed
Enter required set operating speed in range 700 rev / min
Open Open Open Closed
- max rated speed to nearest 10 rev / min
Enter required set operating speed in range 700 rev / min
Open Open Closed Open
- max rated speed to nearest 10 rev / min
Open Open Closed Closed Idle speed
Open Closed Open Open Idle speed
Open Closed Open Closed Idle speed
Open Closed Closed Open Idle speed
Open Closed Closed Closed Idle speed
Closed Closed Open Open Idle speed
Closed Closed Open Closed Idle speed
Closed Closed Closed Closed Idle speed

Switch arrangement - four speed
Using 4 individual buttons / switches or a 5 position rotary switch.
28 Speed 1 28 Speed 1
20 Speed 2 20 Speed 2
11 Speed3 11 Speed 3
19 Speed4 19 Speed 4
Switch Return 37 Switch Return

37
Notes:
l If switches are used and they are not interlocking, i.e. they allow more than a single button to be depressed
at any one time then the engine can be made to default to low idle or to allow the button requesting the
highest speed to over-ride
l The operating speeds should be in the range 750 rev / min to Max rated speed in 10 rev / min steps.
Multi position throttle switch Data required

Data required
by CEOS form
by CEOS form
Switch 4 Switch 3 Switch 2 Switch 1 multiple buttons
multiple button selection -
position position position position pressed - highest
engine return to idle
speed wins
Open Open Open Open Low idle speed Low idle speed
Open Open Open Closed Operating speed 1 Operating speed 1
Open Open Closed Open Operating speed 2 Operating speed 2
Open Open Closed Closed Operating speed 2 Low idle speed
Open Closed Open Open Operating speed 3 Operating speed 3
Open Closed Open Closed Operating speed 3 Low idle speed
Open Closed Closed Open Operating speed 3 Low idle speed
Open Closed Closed Closed Operating speed 3 Low idle speed
Closed Open Open Open Operating speed 4 Operating speed 4
Closed Open Open Closed Operating speed 4 Low idle speed
Closed Open Closed Open Operating speed 4 Low idle speed
Closed Open Closed Closed Operating speed 4 Low idle speed
Closed Closed Open Open Operating speed 4 Low idle speed
Closed Closed Open Closed Operating speed 4 Low idle speed
Closed Closed Closed Open Operating speed 4 Low idle speed
Closed Closed Closed Closed Operating speed 4 Low idle speed

Switch arrangement - ten speed
Use the encoded rotary switch listed in the accessories section it is possible to select between ten different
engine speeds.
The switch is connected as shown.
3 7 S w itc h
R e tu rn
2 8 In p u t 1
1 0 p o s it io n
e n co d e d 2 0 In p u t 2
s w itc h
1 1 In p u t 3
1 9 In p u t 4
Multi position throttle switch

Data required by CEOS form multiple buttons
Switch 4 Switch 3 Switch 2 Switch 1 pressed - highest speed wins
position position position position
Open Open Open Open Low idle speed
Open Open Open Closed Operating speed 1
Open Open Closed Open Operating speed 3
Open Open Closed Closed Operating speed 2
Open Closed Open Open Operating speed 7
Open Closed Open Closed Operating speed 6
Open Closed Closed Open Operating speed 4
Open Closed Closed Closed Operating speed 5
Closed Closed Open Open Operating speed 8
Closed Closed Open Closed Operating speed 9
Closed Closed Closed Closed Operating speed 10
Note: This arrangement requires specific approval from Perkins Engines Applications Engineering
Department.

Multiple set speeds (C) - ancillaries

Latching switch Bulkhead / panel fixing Push button
Single pole double throw
Rocker switch Bulkhead / panel fixing
with central off position
Multi position speed switch Bulkhead / panel fixing 10 way multi position
Security keyed
simple lever
Start aid relay
12V
24V
Red - stop
Orange - warning
12V
24V
12V
24V
12V
24V

Single variable speed (D)
An application where the engine, in response to a control input, e.g. a button press, accelerates from idle speed
up to the pre-defined operating engine speed. Once at the pre-defined operating speed, the engine speed may
be raised or lowered by increment / decrement button presses.
This is suitable for enhancing some of the applications of the single speed (set speed) control, or to provide a
variable speed control without having a throttle pedal / lever.
This functionality may benefit when the user wants to use ‘set speed operation’, but with the capability to adjust
it themselves - users may have a favourite operating speed.
This could include concrete pumps, hydraulic driven machines.
Options:
l The engine speed range limits should be configured by the machine manufacturer to ensure the engine
operates within a safe range for the machinery to which it is attached
l The speed change in response to each button press may be defined
l The droop characteristic for most of these applications will be 0% (isochronous).
Note: If the control input is not set (depressed), then the engine will remain / or return to idle and ignore the
speed increment and decrement buttons.
Note: This functionality will be available from November 2002.

Wiring diagram - single speed variable (D)
Machine Interface
Connector
10A
56 Battery +
57 Battery +
Ignition key
switch
On
Start
To
starter
motor
relay
Stop lamp
23 Stop lamp
12 Warning lamp
3A See note 4
13 Set speed control lamp
Set speed control lamp
Start aid
relay
See note 5
To start aid
Fuel injection pump

relay
30A

20A

68 Battery -
69 Battery -
12V
37 Switch return
+ Battery
supply
via ignition
1A
IGN
Ground Send
Tachometer 28 Set speed enable
Battery
2 Set / lower speed
negative
+5 volts MIC 3 Raise / resume speed
pin no 45
I
Safety interlock
Coolant 20 (normally open)
G temp S
29 Safety interlock
gauge (normally closed)
Oil
G pressure S
gauge

46 Pwm output (water temp)
47 Pwm output (oil press)
NOTES CAN J1939 BUS
1. Value dependent on starter motor relay current / auxilary loads. 52 SAE J1939 +
2. The oil and water gauges must be compatible PWM gauges. These 61 SAE J1939 -
may be obtained directly from Perkins. Alternatively, traditional gauges 120
3. The start aid relay is optional. A manual button may still be used for OHM
4. Warning and Stop lamps are mandatory Digital
1106 - 15A display
D R1526

Single speed variable (D) configuration parameters
Complete the following information on the CEOS system. Use defaults, if possible.
SEPU Order
Description Option
Selection Code
rating group number
Select as required,
Idle speed in the range 700 rev / min to 1200 rev
Low idle speed recommend 750
/ min to the nearest 10 rev / min
(default)
Enter required top engine limit in the range between Select as required,
Top engine limit the rated speed and 2750 rev / min to the nearest recommend 2750
10 rev / min (default)
Not used = 1 Select 2 if using
Analogue potentiometer throttle = 2 (default) Analogue throttle
Defaults
1 (default)
throttles
Select 2
Ignore Defaults
coding
Not applicable (no throttle or single throttle used)
=1
Summing = 3
Enabled = 2
Select valid (row one
Mode switches Valid switch combination (valid / invalid)
only)
Complete first row only Droop valve all throttles (0, 2, 5, 10)
Select as appropriate
(all switches open) Rating number (1, 2, 3, 4,)
Select as appropriate

single speed variable (D) ancillaries

Latching set speed switch Bulkhead / panel fixing Push button toggle switch
Non latching Increment / decrement
Bulkhead / panel fixing Push button
switches
Security keyed
simple lever
Start aid relay
12V
24V
Red - stop
Orange - warning
12V
24V
12V
24V
12V
24V

Full function mobile machine (E)
This set of SEPU’s will allow access to as many of the conventional (hard wired) features of the Vista package
as are available. They are generally envisaged for mobile machines.
Standard mobile machine

The application will allow single or twin throttles, engine twin set speed control, Multi mode operation,
integrated display drive, etc.
This is suitable for applications where the customer requires a high degree of operator control over the
machine’s behaviour. It is one of the most complex SEPU’s.
Typically this SEPU is going to be used in mobile applications that may be driven to the place of work and then
require operator selectable speed operation whilst performing their chosen task.
This could include: Tractors, Combines, Backhoe loaders.
The engine set speed control mode, offered in the SEPU is a simple engine speed based system.
l Basic customer requirements analysis skills.
l Basic electrical skills to allow selection and installation of the engine set speed automatic disengagement
switches - if appropriate.

Wiring diagram - Full function (E)
Machine Interface
Connector
10A
56 Battery +
57 Battery +
Ignition key
switch
On
Start
To starter
motor relay
Stop lamp
See note 4 23 Stop lamp
12 Warning lamp
3A 13 Cruise control lamp
Cruise control lamp
Start aid
relay
See note 5
To start aid
Fuel injection pump

relay
30A

20A

68 Battery -
69 Battery -
45 Sensor vref +5v

Analogue 25 Analogue throttle input 1
throttle
sensor 1
12V and idle
44 Sensor common 0 volts
validation
switch
37 Switch return
22 Idle validation switch input 1
+ Battery
supply
via ignition Analogue
throttle 18 Analogue throttle input 2
sensor 2
and idle
1A validation
switch
36 Idle validation switch input 2

IGN
Throttle 1 / throttle 2 selection switch

Send 10 Throttle selection
Ground (only required is manual arbitration selected)
Tachometer
Battery
Set speed control on / off switch
negative 28 Set speed control - on / off
+5 volts MIC Set speed control set / lower push button Set speed control
2 - set / lower
pin no 45
I Set speed control raise / resume push button Set speed control
3 - raise / resume
Set speed control -
Coolant 20 disengage (normally open)
G temp S Brake Clutch Set speed control - disengage
gauge 29 (normally closed)
11 Set speed control - speed 1
Set speed control speed toggle switch
19 Set speed control -speed 2
I Mode sw 1
30 Mode switch 1
Oil Mode sw 2
21 Mode switch 2
G pressure S
gauge Mode sw 3
9 Mode switch 3
CAN J1939 BUS
52 SAE J1939 +
NOTES 61 SAE J1939 -
1. Value dependent on starter motor relay current / auxilary loads 120
2. The oil and water gauges must be compatible PWM gauges. These OHM
3. The start aid relay is optional. A manual button may still be used for DIGITAL
thermostart control, if prefered. DISPLAY
1106 - 15A
E R1527

Full function (E) configuration parameters

Description Options
Code
Insert the appropriate rating
group number
Idle speed in the range 700 rev / min to 1200 Select as required,
Low idle speed
rev / min to the nearest 10 rev / min recommend 750 (default)
Select as required,
Top engine limit between the rated speed and 2750 rev / min to
the nearest 10 rev / min
Not used = 1 Select 2 if using Analogue
Analogue potentiometer throttle = 2 (default) throttle
Defaults
1 (default)
throttles
Select 2
Ignore Defaults
coding
Not applicable (no throttle or single throttle
used) = 1
Summing = 3
Enabled = 2

Full function (E) ancillaries

Foot pedal floor mount Potentiometer and idle validation
Foot pedal bulkhead mount Potentiometer and idle validation
Throttle.
select only one Hand throttle Potentiometer and idle validation
Throttle spindle - suitable for attaching a
Potentiometer and idle validation
bell crank to
Bulkhead / panel fixing - speed ½ engine Push button
Latching switch
set speed on / off toggle switch
Bulkhead / panel fixing
Non-latching switch Push button
- set / lower, raise / resume
Security keyed
simple lever
Start aid relay
- only if start aid specified 24V
12V
24V
Red - stop
Warning lamps Bulkhead / panel fixing Orange - warning
Yellow - engine set speed
12V
24V
12V
24V
12V
24V

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Perkins 1100 Series

The information in this manual is CONFIDENTIAL GREEN

Publication TPD 1475E, Issue 1.

1 Engine Electronic Reference Manual

2 Supported Engine Parameters - J1939-71

3 Standard Electronic Power Unit (SEPU) Options

The following pages contain a detailed table of contents

1 Engine Electronic Reference Manual

Engine electrical control

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green iii

2 Supported engine parameters - J1939

Data and features available over the J1939 link

3 Standard Electronic Power Unit (SEPU) Options

iv Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Single variable speed (D)

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green v

Abbreviations and definitions

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 1

2 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 3

1100 Series electronic circuit diagram

4 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Conventional throttle mechanisms

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 5

Multi position switch

Speed demand throttle arbitration

6 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 7

Two set speed control

8 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 9

Note: This table is for illustration only and is not a recommendation.

10 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Communication driven displays

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 11

Engine control / protection

12 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Critical protection override

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 13

14 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Then off Off

unless cold start

Lamp states before engine is cranked - cold start indication

Then off Off

When engine is cranked or start aid operation completed

Lamp states whilst engine cranking

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 15

Other lamp states

16 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 17

Pin Description Standard Optional

MIC - 26 Not used

18 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 19

20 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Electronic engine controller #2 (EEC2)

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 21

22 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 23

24 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 25

26 Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green

Electronic Specification Supplement, TPD 1475E, Issue 1 - CONFIDENTIAL : Green 27