para el escaneado de transporte pesado heavy duty by roger gustavo saravia aramayo

Heavy Duty Scanner Our HD‐Scanner is specially developed for Heavy Duty Vehicles, which enables users to read DTCs, clear DTCs and view the data stream with a live bus protocols, such as J1939 and J1708/J1587. So you may hope to learn more about J1939 and J1708/J1587. This paper is about them. J1939 J1708 J1587 Introduction SAE J1708, SAE J1587 and SAE J1939 are automotive diagnostic protocol standard developed by Society of Automotive Engineers (SAE). They are used in heavy‐duty vehicles such as trucks and buses, mobile hydraulics, etc. In many ways, J1939 is similar to the older J1708 and J1587 standards, but J1939 is built on CAN. SAE J1708 SAE J1708 is a standard used for serial communications between ECUs on a heavy duty vehicle and also between a computer and the vehicle. With respect to Open System Interconnection model(OSI), J1708 defines the physical layer. Common higher layer protocols that operate on top of J1708 are SAE J1587 and SAE J1922. SAE J1587 SAE J1587 is an automotive diagnostic protocol standard developed by the Society of Automotive Engineers(SAE) for heavy‐duty and medium‐duty vehicles built after 1985. The J1587 protocol uses different diagnostic connectors. Up to 1995, individual OEMs used their own connectors. From 1996 to 2001, the 6‐pin Deutsch. Some OEMs still use the 6‐pin Deutsch. It has mostly been used for US made vehicles and also bt Volvo. SAE J1708 makes up the physicaland data link layers while SAE J1587 makes up the transport and application layers with respect to the OSI model. SAE J1587 is ysed in conjunction with SAE J1708 for automobile communication. SAE J1939 SAE J1939 is the vehicle bus standard used for communication and diagnostics among vehicle components, originally by the car and heavy duty truck industry in the United States. SAE J1939 is used in the commercial vehicle area for communication throughout the vehicle. With a different physical layer it is used between the tractor and trailer. This is specified is ISO 11992. SAE J1939 can be considered the replacement for the older SAE J1708 and SAE J1587 specifications. SAE J1939 has been adopted widely by diesel engine manufacturers. One driving force behind this is the increasing adoption of the engine Electronic Control Unit(ECU), which provides one method of controlling exhaust gas emissions within US and European standards. Consequently, SAE J1939 can now be found in a range of diesel‐powered applications: vehicles(on and off road), marine propulsion, power generation and industrial pumping. Applications of SAE J1939 now include off‐highway, truck, bus and even some passenger car applications. FAQ: No. 1: The SAE J1708/J1587 were first released in the middle of 1980s. It is still live and kicking. Some people might wonder: what's so special about J1708/J1587? 1

1. First of all, it is the cost. The J1708 hardware is a modified version of RS485 (but it doesn't require terminal resistors) which makes it very cost effective. It is still the cheapest bi‐directional protocol in the market. Though the CAN controller and CAN transceiver is getting cheaper and cheaper, the J1708 still gets the best bang for the buck in many situations. 2. Performance wide, it is not so sad: it uses 9.6K baud rate and can take no less than 20 nodes for up to 40 meters (131 feet). 3. The serial port/RS485 based design makes it extremely easy to connect with computers for the service/diagnostic purpose with low cost J1708/RS232 converters. These three major factors make it a secondary option on Diesel ECM besides the CAN interfaces. The J1939 has been widely used in many North American diesel engine ECMs, the J1708/J1587 is used there too. People start talking about phase out the J1708 interfaces on diesels and trucks, but it might take many years. No. 2: How to determine if your heavy‐duty vehicles use the J1939 or J1708? We don’t have a collection of “network implementation vs. model year” due to the fact it is very complicate matrix and there is no much rule to follow. However, the following message may be useful. 1. Consult with 4S shop to confirm. 2. Consult with vehicle's manufacturer to confirm. 3. Send us messages to tell us your vehicle's made and model year. We do have some feedback from our clients, which may help you.

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Introduction to SAE J1587 Background

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The protocol is an SAE standard put forward by a subcommittee to Truck and Bus Electrical and Electronics Committee. The purpose of the protocol is to promote consistency between software in different electronic control units. The J1587 protocol should be used together with the SAE J1708 protocol that describes the hardware and the basics of communication. Together with J1708 it is supposed to lower the cost and complexity for developing and maintenance of microcontroller devices in heavy duty vehicles (trucks and busses).

Areas of use The J1587 protocol is exclusively used within heavy duty vehicles, where it is used for data exchange between nodes in a network, driver information or diagnosis. Areas of use are: • Vehicle and component information (performance, maintenance, diagnosis). • Navigation and time schedule (route description and time estimation). • Driver information (trip recorder data, driver log). • Freight information (information about pick up place and delivery destination).

Quick facts The J1587 protocol defines the format of J1708 messages sent between microprocessors devices in heavy duty vehicles. It also supports communication with external devices connected to the bus. • J1587 is an application layer and is used together with J1708, which is the physical layer. • J1587 describes a message format and defines parameters. • A J1587 message consists of MID, PID, data bytes and a checksum. • The length of a J1587 message is limited to 21 bytes according to J1708. • J1587 allows for sending messages longer than 21 bytes using a connection oriented transport service (COTS). 3

The Protocol In Detail The Anatomy of a J1587 Message The construction of a J1587 message follows the J1708 specification which means that the length of a message is limited to 21 bytes. 1. The first byte of a message contains a message identification (MID) which is node specific. J1587 defines MIDs in the interval 128-255. 2. The first byte after the MID is a parameter identification (PID). A PID is (usually) one byte long and can contain values 0-255. 3. Every PID is followed by a number of parameter data bytes. Their number and interpretation depend on the value of the PID. Note that a message can contain several PIDs. 4. The message is completed with a one byte long checksum, which consists of the two’s complement to the sum of all data bytes in the message. The sum modulo 256 of all bytes in a message, including the checksum, is zero if the message is valid. Here’s an example of a message.

MID

PID

DATA

PID

DATA1

DATA2

CHECKSUM

128

248

A J1587 message containing two PIDs, 21 and 12. PIDs 0-127 (and 256-383) describe data parameters that are one byte long. PIDs 128-191 (and 384-447) describe data parameters that consist of two bytes. Data parameters that demand more than two bytes are assigned PIDs 192-253 (or 448-509). The first byte following these PIDs will contain the number of data parameter bytes. PIDs 194-196 are used for diagnosis. For this purpose many electrical components in the vehicle have been assigned subsystem identification (SID). For every MID there can be up to 255 different SIDs defined. Through these SIDs parts which can not be related to a certain PID can be identified. SIDs should only be assigned to field-replaceable parts or parts than can be related to a MID. Most SIDs are predefined by SAE or the Data Format Subcommittee. SIDs 151-155 are “system diagnostic codes” and can be used to read out diagnostic information which is not component specific. The diagnostic information consists of a failure mode identifier (FMI). PIDs 225-227 are used for dash board text display which can be accessed by several ECUs. There are three commands for this purpose: text message display type (PID 227), text message to display (PID 226), text message acknowledged (PID 225). PID 254 is used for transmission of special commands, data and information intended for a certain node on the bus. Data parameters sent after this PID can be determined by the manufacturer of a device.

PID 255 is used for extension of a PID to two bytes, that is to say that the following byte also is a PID. With this extra PID values up to 511 can be used. If the first PID is 255 the following PID is interpreted as modulo 256 (0=256, 1=257).

Definition of Parameters Normally data is sent with the least significant byte first. Alphanumerical data are sent with most significant byte first and is interpreted according to the ISO Latin 1 (8859-1) standard. Signed integers are sent as two’s complement. All temperatures are in degree Fahrenheit. Floating point numbers adhere to the IEEE floatingpoint standards.

Priority Priority and transmission rate for a message is determined by the manufacturer of a device. J1587 has recommendations for how to set priority and transmission rate to avoid bus overload. If several parameters are sent in a single message the priority will be based on the parameter with highest priority. Messages with diagnostic requests should be given low priority to avoid disturbing the ordinary bus traffic.

How Do I Interpret a J1587 Message? You look in the J1587 standard, which is readily available from SAE’s web shop. Table 1 defines the MIDs. For example, 128 is the engine (Engine #1, to be precise) and 130 is the transmission. Table 2 is a list of all PIDs – for example, 21 is the engine ECU temperature. The definition of the data for each PID is found in appendix 1 of the standard. Here is an example: A.21 Engine ECU Temperature — Internal air temperature of the engine ECU.

PARAMETER DATA LENGTH:

1 CHARACTER

Data Type:

Signed Short Integer

Bit Resolution:

2.5 °F

Maximum Range:

–320.0 to 317.5 °F

Transmission Update Period:

1.0 s

Message Priority:

Format: PID

Data

PARAMETER DATA LENGTH:

1 CHARACTER

a—

Engine ECU temperature

In this case, we can see that the temperature is coded as one byte (that follows immediately after the PID byte, 21). It’s a signed value and scaled so each bit corresponds to 2.5 °F.

Construction of Segmented Messages The need for an external communication link to read out information from a “closed system” has increased. Therefore J1587 provides this service. The method used is called Connection Oriented Transport Service (COTS)and provides an way to send more than 21 bytes long messages that is used for internal communication. This transport protocol can handle messages up to 3825 bytes. The message is segmented into blocks consisting of 15 bytes each. The length of the last segment may be less than 15. Every segment is given a header with a segment number and then sent in a J1708 message with a MID and a special PID. The receiver of the segmented message removes the header and checksum and reconstructs the original message from the remaining 15 data bytes. When the whole message is transferred it can be sent to an external device through a gateway or internally to a display for example. The service for transmitting segmented messages uses two special PIDs. Connection management PID (197) controls the start and end of a connection, flow control and receipt of a message. Connection mode data transfer PID(198) is used exclusively for data transfer.

CMP (Connection Management PID) This PID (197 ) administrates the segmented data transfer. The first byte following this PID contains the number (n) of bytes to come. The second byte contains the MID of the receiver. The third byte contains the connection management control command (CMCC) and thereafter follows data bytes depending on the command.

PID

MID

CMCC

Data(1)

Data(2)

Data(3)

Data(…)

The Connection Management PID The CMCC byte can contain the following commands: • Request to send (RTS), is sent from a node who wishes to transfer data. • Clear to send (CTS), is sent as a response from the receiver of a RTS. • End of message acknowledgement (ACK), is sent from the receiver when all segments of the message have been received. • Request for standardized data, is used when data of a standard format is requested. For example, drivers log or trip recorder.

â&#x20AC;˘ Abort, can be sent from transmitter or receiver to abort communication.

CDP (Connection Mode Data Transfer PID) This PID (198) is used for transmission of segmented message. The first byte after this PID contains the number (n) of bytes to come. The second byte contains the MID of the receiver. The third byte contains the segment id (1-255) and thereafter follows 15 data bytes. The last segment may contain less than 15 data bytes.

PID

MID

SEG

Data(1)

Data(2)

Data(â&#x20AC;Ś)

Data(15)

The Connection Mode Data Transfer PID

Transmission of Segmented Messages To transfer segmented messages between two nodes a request of a virtual connection has to be sent from transmitter to receiver. This is done with the RTS command which contains the number of segments and the total number of bytes to be transmitted. The receiver has to accept the request by sending a CTS command which contains the number of segments it can receive and which segment to send first. When this handshaking has been successfully performed data can be transmitted with the connection mode data transfer PID. When all data have been transmitted the virtual connection is closed with an EOM command. See the following figure.

(http://www.kvaser.com/wp-

content/uploads/2014/02/j1587-segmented-transfer1.jpg) Segmented data communication. (Picture borrowed from the J1587 specification.)

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• Home • Documentation • A Brief Introduction to SAE J1708 and J1587

A Brief Introduction to SAE J1708 and J1587 Automobile Controls on an SAE J1708 Bus

About SAE J1708 SAE J1708 is a standard used for serial communications between ECUs on a heavy duty vehicle and also between a computer and the vehicle. With respect to Open System Interconnection model (OSI), J1708 defines the physical layer. Common higher layer protocols that operate on top of J1708 are SAE J1587 and SAE J1922. The protocol is maintained by SAE International. The standard defines a 2-wire 18 gauge wire cable that can run up to 130 feet (40 m) and operates at 9600 bit/s. A message is composed of up to 21 characters, unless the engine is stopped and the vehicle is not moving in which case transmitters are allowed to exceed the 21 byte max message length. Messages start with a Message ID (MID) character and finish with a checksum at the end. Characters are transmitted in the common 8N1 format.

The hardware utilized are RS-485 transceivers wired for open collector operation through the use of a pullup and pulldown of the separate data lines. Transmission is accomplished by controlling the driver enable pin of the transceiver. This method allows multiple devices to share the bus without the need for a single master node. Collisions are avoided by monitoring the bus while transmitting the MID to ensure that another node has not simultaneously transmitted a MID with a higher priority. SAE J1708, although still widely used, is replaced by SAE J1939 which is a CAN (Controller Area Network) based protocol. Some quick facts: • Describes the physical and data link layer according to OSI model. • Almost always used in conjunction with the application layer protocol SAE J1587. 8

• • • • • • • • • • •

Based on electronic properties from the RS-485 bus. Twisted pair wire with a maximum length of 40m. The network is based on a bus topology. Serial byte-oriented communication with least significant byte first. Transmission rate 9600 bps. A message contains of a one byte long MID (Message Identification), followed by a number of data bytes, and finally a checksum. A message can be up to 21 bytes long. Error detection and handling at collision of message transmission.

J1708 protocol uses the same transceiver as RS-485. The bus network supports at least 20 nodes with these transceivers. J1708 does not use the bus termination resistors used by RS-485.

About SAE J1587 SAE J1708 makes up the physical and data link layers while SAE J1587 makes up the transport and application layers with respect to the OSI model. SAE J1587 is used in conjunction with SAE J1708 for automobile communication. J1587 is an automotive diagnostic protocol standard developed by the Society of Automotive Engineers (SAE) for heavy-duty and most medium-duty vehicles built after 1985. The J1587 protocol uses different diagnostic connectors. Up to 1995, individual OEMs used their own connectors. From 1996 to 2001, the 6-pin Deutsch-connector was standard. Beginning in 2001, most OEMs converted to the 9-pin Deutsch. Some OEMs still use the 6-pin Deutsch. It has mostly been used for US made vehicles, and also by Volvo. Other European brands have usually used KWP. Some quick facts: The J1587 protocol defines the format of J1708 messages sent between microprocessors devices in heavy duty vehicles. It also supports communication with external devices connected to the bus. • • • • •

J1587 is an application layer and is used together with J1708, which is the physical layer. J1587 describes a message format and defines parameters. A J1587 message consists of MID, PID, data bytes and a checksum. The length of a J1587 message is limited to 21 bytes according to J1708. J1587 allows for sending messages longer than 21 bytes using a connection oriented transport service (COTS).

J1708 Half-Duplex Collision Detection SAE J1708 is basically an RS485 hardware interface without the typical 120 ohm termination resistors. In typical applications, a half-duplex RS485 transceiver chip is used to connect to the bus. In order to avoid collisions, J1708 protocol rules dictate that the device must monitor the data bus while transmitting the first byte (MID) of its message. The questiojn is, how is this possible using a half-duplex transceiver? In other devices, half-duplex implied that receiving during transmission was not possible. Does the Receiver Output pin of the transceiver match the Driver Input during transmission? The answer to these question is that SAE J1708 uses RS-485 transceivers, but connects the serial transmit data to the enable line of the driver rather than to the data line. This means that the driver is effectively switching directions on every bit. This is similar to CANbus, in which one of the bit values is "dominant" and the other is "recessive". The logic of each node is supposed monitor the recessive bits of the MID byte to determine whether any other node is transmitting a dominant bit at that time. If it detects this condition, the other node has a higher-priority message, and this node should immediately drop out and retry its message later. So, connecting the UART transmit to the DE instead of the DI pin is the key as shown in the image below (picture borrowed from the SAE J1708 specs). sae-j1708-serial-data-bus-standard-node-diagram.jpg

More Information on SAE J1708 and SAE J1587 • Introduction to SAE J1708 by Kvaser • Introduction to SAE J1587 by Kvaser • Texas Instrument Application Report On Automotive Physical Layer SAE J1708

A Comprehensible Guide to J1939 a-comprehensible-guide-to-j1939-bywilfried-voss.jpg

SAE J1939 has become the accepted industry standard and the vehicle network technology of choice for off-highway machines in applications such as construction, material handling, and forestry machines. J1939 is a higher-layer protocol based on Controller Area Network (CAN). It provides serial data communications between microprocessor systems (also called Electronic Control Units - ECU) in any kind of heavy duty vehicles. The messages exchanged between these units can be data such as vehicle road speed, torque control message from the transmission to the engine, oil temperature, and many more. The information in this book is based on two documents of the SAE J1939 Standards Collection: J1939/21 - Data Link Layer J1939/81 - Network Management A Comprehensible Guide to J1939 is the first work on J1939 besides the SAE J1939 standards collection. It provides profound information on the J1939 message format and network management combined with a high level of readability. => Read More... Sign up for our newsletter

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International Journal of Engineering Trends and Technology (IJETT) â&#x20AC;&#x201C; Volume23 Number 5- May 2015

Vehicle Automation Using J1708/J1587 Protocol with ECU Report, GPS and NFC Tanmoy Sarkar #1

PG Student , Dept Of ECE, PES College of Engineering, Mandya, Karnataka, India

ABSTRACT The automobile industry, which in the past were highly dependent on the electro-mechanical subparts or modules have fully been revolutionized after the introduction of electronics. The electronic intervention involved various issues like working in compatibility with electro-mechanical modules, timing differences, wired losses, etc, but still held a edge over the basic electro-mechanical counterpart. Another issue was the communication scheming which needed to be fast and accurate for perfect balance between various integrated ECU's available in the vehicle. Keeping this point in view the Society of Automotive Engineers (SAE) built a protocol referred to as J1708/J1587 which is widely regarded as the most efficient wired framework ever existing for communication's between various ECU's. The SAE-J1708/J1587 has been used in the vehicle automation to obtain the parameter reports from the ECU as fast and as accurate as possible. The vehicle automation module also provides provision for GPS Transreceiver for obtaining the exact location of vehicle and thus is capable of tracking vehicle pathway. Another added advantage is the availability of NFC scheming that can reduce the user interventions driving the vehicle more and more towards complete automaticity. Keywords - ECU, SAE J1708/J1587, Vehicle Automation System, GPS, NFC INTRODUCTION The enormous growth in the prospects of achieving fast and uninterrupted or undaunted communication between the vehicle and the user are getting the automotive sector to a new era of dimension. The electronic revolution has undoubtedly taken over each and every aspect of life and has provided a base for the automotive industry to increase the overall safety and hardcoded luxury features which sometime people on dreamt about.

numbers of ECU's with inter-linked communication strategies existing between each module. Communication between these modules makes the use of network protocols an essentially important factor. One such protocol is the SAE J1708/J1587 protocol. Considered to be a rather old standard but still plays a very important role when it comes to communication existing between modules of heavy loaded vehicles such as trucks and buses. It's being slow is overdone by its reliability and is used for secondary or less urgent data exchange.

Much recent history of automobile involves a lot more electronification than it was in the earlier days. The trend is with increasing count of modules per vehicle. Now days even in a generalized vehicle there exists an increasing

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International Journal of Engineering Trends and Technology (IJETT) – Volume23 Number 5- May 2015 AQUIRING PARAMETER THROUGH SAE BUS

Comm. Interfaces 1

ARM 7 LPC Series Controller ECU Report

SAE Protocol Bus

ARM 9 PNX Series Controller

GSM / GPRS

The LPC series ARM 7 based microcontroller is embedded coded to obtain parameters values based on the protocol rules of the J1708/J1587 protocol through various sensors which itself serves as various nodes. The intention is that the protocol will promote a standard for serial communication between modules with microcontrollers

Company Server

Comm. Interfaces 2

GPS Module

The J1708 bus consists of two wires (A and B). The difference in voltage potential between wires determines the voltage level on the bus “A” and “B”. Logical high level (1) is achieved when point A is at least 200 mV more positive than point B. Logical low level (0) means that point A is at least 200 mV more negative than point B (See the following figure 2). The transceiver should be fed with +6V to -6V in relation to common ground.

NFC Module

Fig. 1 Block Diagram The Fig. 1 shows the whole of system architecture and the various communication interfaces the system is having. Through this one can have a idea of how exactly the system is taking the report from ECU and then providing it to the company server.

WORKING PROCESS In Fig. 1 the middle figure is the basic automotive core that is serving as a small real time based embedded system. This is installed in the vehicle and communicate with the other components through various communication interface available depending whether the components can handle the communication interface and the data rates at which the information has to be transferred .

Fig. 2 Determination of bus logic level J1708 network uses a bus topology with “random” access to the bus. By Random access it is meant that any node has the capability to transmit whenever it requires unless the bus is not already busy. The bus must have been in idle mode (logical high level) for at least a bus access time before a node may access it.

The Automotive core consists of two microcontroller and several communication interfaces each providing some or the other feature. The first microcontroller is the ARM 7 based LPC series whereas the second controller is the ARM 9 based PNX series. The communication interface have the following:- I2C, SPI, UART, I2S, Timers, ADC, etc

The time counting is based on the bit time which, at 9600 bps, is about 104.2 microseconds. Every message has a priority between 1 and 8, where 1 has highest priority.

The Automotive core provides the user with underlined output data to be saved in the company server or cloud via the GPRS scheme as shown. The details that is provided as the output is the ECU reports as needed by the customer ,the GPS report (pre-mentioned details about the vehicle location and route follow) and the NFC based communication if the customer intended for the same.

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If two messages is sent at exactly the same time a collision occurs on the bus. When this happens both sending nodes have to release control of the bus. Both nodes then have to wait for a bus access time before they can start sending again. Consequently the node with highest priority will gain access to the bus first and can start to transmit its message.

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International Journal of Engineering Trends and Technology (IJETT) – Volume23 Number 5- May 2015 AQUIRING DATA THROUGH GPS RECEIVER

AQUIRING DATA FOR NFC BASED EMBEDDED ELECTRONIC TOLL SYSTEM

Satellite 1 PNX Series

Satellite 2 GPS Module Satellite 3

PNX Series Microcontroller

GPRS Module

GSM / GPRS

NFC Tag at lower edge of Licence Plate

Vehicle Information Centre

Satellite 4

Under Ground Buried Antenna

Toll Information Centre

Fig. 4 NFC Embedded with Vehicle Automation System Fig. 3 Vehicle Automation included with GPS Tracking At earth at least four GPS satellites are „visible‟ at any time from the individuals position . Each and every satellite transmits information about its current position and the current time at regular intervals depending upon the way the satellite has been time triggered. These signals which generally tend to travel at the speed of light, are intercepted by the GPS receiver, which calculates by various algorithms, how far away each satellite is based on how long it took for the messages to arrive. Once the receiver has the information on how far away at least three satellites are (a minimum of three satellite are imp. for accurate measurement), the GPS receiver can pinpoint at the current location using a process called trilateration. The concept in fig. 3 is to use the reading obtained by the GPS receiver and feed it to the ARM 9 based PNX series microcontroller. The microcontroller is coded to obtain GPS readings and it sends the location based data to the server using GPRS.

The concept utilized is that a NFC tag generally a passive one will be embedded to the Vehicle ARM 9 based PNX series microcontroller from one end while the other end in such a way that the tag will be directed under the number plate. Underground buried RF antennas will be there, once the vehicle approaches the range of the buried antennas it will trigger the NFC tag which will intend trigger the Vehicle automation system a message will be directed via GSM sim to receive and send Vehicle information. Once the information is verified completely the toll gates will open up. With the help of a counter each toll will also have the feature of counting the having the exact nos. of vehicles passing by it.

SIMULATION RESULTS Totally 15 parameters are measured they are as follows A. Idle Time B. Return Speed Max C. Loading stop Time D. Loaded Travel Time E. Total Cycle Travel Distance F. Empty Travel Distance G. Return Speed Avg H. Load Tonne

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International Journal of Engineering Trends and Technology (IJETT) â&#x20AC;&#x201C; Volume23 Number 5- May 2015 I. Haul Speed Max J. Total Cycle Travel Distance Time

Simulation for the GPS will be shown on GUI as

K. Empty Travel Time L. Loading Time M. Loaded Travel Distance N. Haul Speed Avg O. Check Sum All these 15 dataâ&#x20AC;&#x;s can be collected completely or specifically by selecting each and every parameter using the check box given along with the name of the parameters. The values can be retrieved within a specific amount of time or date.

Fig. 7 GPS Location traced during simulation

CONCLUSION While Telematic have been an important part of the automotive industry for some time, the very latest techniques are set to become a standard element in all new cars. The Telematic in automobile industry are playing an important role by increasing the vehicle safety and by providing cosy rides.

Fig. 5 GUI Page available to the user Simulations will be shown in the GUI to the user when above is filled

The latest systems combine GPS, cellular, advanced security, and in-car connectivity (e.g. the Controller Area Network, USB, and NFC). The most important application of this technology is the eCall automatic emergency system, which is triggered to automatically sends an electronic signal via the mobile network which includes both CDMA and GSM, to the emergency services in the event of an accident or any other mishappenings, providing location as well as other automobile component status More increase in Telematic results into the following, drivers will be pre warned about issues such as potential intersection collisions, nearby emergency braking, blind spot or lane-change issues, and "do not pass" warnings if existing. It also means that information regarding potential traffic congestion can be collected ahead of time with the available GPS service.

Fig. 6 Data Obtained after Simulation

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The more latest technology is the evolvement of the Near Field Communication. NFC means that with just a tap of your Smartphone to your car key, you can use the phone to

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International Journal of Engineering Trends and Technology (IJETT) â&#x20AC;&#x201C; Volume23 Number 5- May 2015 monitor the status of your car including applications such as maintenance status, door lock status, car finder, etc. An automated car certainly has an exciting journey ahead of it. As more and more cars are able to evolve in terms of automation and Telematic the user can be provided with a suitable and cosy journey.

REFERENCES

(1)

Real-Time Vehicle Tracking And Performance Monitoring Using Wireless Networking And The Internet :- William Jenkins, Ron Lew Is, Georgios Lazarou, Joseph Picone And Zachary Rowland

(2)

Near Field Communication (NFC) based Electronic Toll Collection System :- Nikhil Mohan , Savita Patil

(3)

Vehicle Detection And Tracking Techniques: A Concise Review :- Raad Ahmed Hadi, Ghazali Sulong and Loay Edwar George

(4)

Mobile and Ubiquitous Systems: Networking and Services :Xue Yang Illinois Univ., Urbana, IL, USA Jie Liu ; Vaidya, N.F. ; Feng Zhao

(5)

LPC data sheet PNX data sheet by NXP Philips.

(6)

NXP Automotive documentary.

AUTHOR PROFILE Tanmoy Sarkar is an M.Tech student in the Department of ECE in PESCE, Mandya affiliated by Visvesvaraya Technological University. His area of interest is Embedded Systems.

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Introduction to J1939 Version 1.1 2010-04-27 Application Note AN-ION-1-3100

Author(s) Restrictions Abstract

Markus Junger Public Document This application note presents an overview of the fundamental concepts of J1939 in order to give a first impression.

Table of Contents

1.0 2.0 2.1 2.2 2.3 2.4 3.0 3.1 3.2 3.3 4.0 5.0 6.0 7.0 8.0

Overview ..........................................................................................................................................................2 Parameter Groups ...........................................................................................................................................3 Interpretation of the CAN Identifier................................................................................................................3 Parameter Group Number.............................................................................................................................3 Suspect Parameter Number (SPN)...............................................................................................................4 Special Parameter Groups ............................................................................................................................4 Network Management......................................................................................................................................5 Address Claiming Procedure ........................................................................................................................5 Request for Address Claim ...........................................................................................................................6 Address Capability ........................................................................................................................................7 Transport Protocols..........................................................................................................................................7 Diagnostics ......................................................................................................................................................9 Summary..........................................................................................................................................................9 Additional Sources .........................................................................................................................................10 Contacts .........................................................................................................................................................11

1 Copyright ÂŠ 2010 - Vector Informatik GmbH Contact Information: www.vector.com or ++49-711-80 670-0 16

Introduction to J1939

1.0 Overview SAE J1939 is used in the commercial vehicle area for communication in the commercial vehicle. In this application note, the properties of SAE J1939 should be described in brief. SAE J1939 uses CAN (Controller Area Network, ISO11998) as physical layer. It is a recommended practice that defines which and how the data is communicated between the Electronic Control Units (ECU) within a vehicle network. Typical controllers are the Engine, Brake, Transmission, etc.

Figure 1: Typical J1939 vehicle network The particular characteristics of J1939 are: • • • • • • • •

Extended CAN identifier (29 bit) Bit rate 250 kbit/s Peer-to-peer and broadcast communication Transport protocols for up to 1785 data bytes Network management Definition of parameter groups for commercial vehicles and others Manufacturer specific parameter groups are supported Diagnostics features

There exist several standards which are derived from SAE J1939. These standards use the basic features of SAE J1939 with a different set of parameter groups and modified physical layers. These standards are: ISO11783 – Tractors and machinery for agriculture and forestry – Serial control an communication Defines the communication between tractor and implements on an implement bus. It specifies some services on application layer, like Virtual Terminal, Tractor ECU, Task Controller and File Server. It adds an Extended Transport Protocol and Working Set Management. NMEA2000® – Serial-data networking of marine electronic devices It defines parameter groups for the communication between marine devices. It specifies the additional Fast Packet transport protocol. ISO11992 – Interchange of digital information between towing and towed vehicle Specifies the interchange of information between road vehicle and towed vehicle. It uses same parameter group format as J1939 on a different physical layer with 125 kbit/s. FMS – Fleet Management System The FMS standard defines a gateway between the J1939 vehicle network and a fleet management system.

2 Application Note AN-ION-1-3100 17

Introduction to J1939

2.0 Parameter Groups A parameter group is a set of parameters belonging to the same topic and sharing the same transmission rate. The definition of the application relevant parameter groups and parameters can be found in application layer document [9]. The length of a parameter group is not limited to the length of a CAN frame. Usually a parameter group has a minimum length of 8 bytes up to 1785 bytes. Parameter groups with more than 8 bytes require a transport protocol for transmission.

2.1 Interpretation of the CAN Identifier The CAN identifier of a J1939 message contains Parameter Group Number (PGN), source address, priority, data page bit, extended data page bit and a target address (only for a peer-to-peer PG). The identifier is composed as follows: Priority

Extended Data Page

Data Page

PDU Format

PDU Specific

Source Address

3 bit

1 bit

8 bit

• •

With PDU format < 240 (peer-to-peer), PDU specific contains the target address. Global (255) can also be used as target address. Then the parameter group is aimed at all devices. In this case, the PGN is formed only from PDU format. With PDU format >= 240 (broadcast), PDU format together with the Group Extension in the PDU specific field forms the PGN of the transmitted parameter group.

2.2 Parameter Group Number Each parameter group is addressed via a unique number – the PGN. For the PGN a 24 bit value is used that is composed of the 6 bits set to 0, PDU Format (8 bits), PDU Specific (8 bits), Data Page (1 bit) and Extended Data Page (1 bit). There are two types of Parameter Group Numbers: •

Global PGNs identify parameter groups that are sent to all (broadcast). Here the PDU Format, PDU Specific, Data Page and Extended Data Page are used for identification of the corresponding Parameter Group. On global PGNs the PDU Format is 240 or greater and the PDU Specific field is a Group Extension.

•

Specific PGNs are for parameter groups that are sent to particular devices (peer-to-peer). Here the PDU Format, Data Page and Extended Data Pare are used for identification of the corresponding Parameter Group. The PDU Format is 239 or less and the PDU Specific field is set to 0.

3 Application Note AN-ION-1-3100 18

Introduction to J1939

With this breakdown of the PGN, 240 + (16 * 256) = 4336 different parameter groups within each data page are possible. With the transmission of a parameter group, the PGN is coded in the CAN identifier. With the Data Page bit and Extended Data Page bit 4 different data pages can be selected, see following table. Extended Data Page Bit

Data Page Bit

SAE J1939 Page 0 Parameter Groups

SAE J1939 Page 1 Parameter Groups (NMEA2000ÂŽ)

SAE J1939 reserved

ISO 15765-3 defined

Description

Table 1: Data Pages Sample of a parameter group definition: Name: Transmission rate: Data length: Extended Data Page Data page: PDU format: PDU specific: Default priority: PG Number:

Engine temperature 1 â&#x20AC;&#x201C; ET1 1s 8 bytes 0 0 254 238 6 65,262 (00FEEE16)

Description of data: Byte: 1 2 3,4 5,6 7 8

Engine Coolant Temperature Engine Fuel Temperature 1 Engine Oil Temperature 1 Engine Turbocharger Oil Temperature Engine Intercooler Temperature Engine Intercooler Thermostat Opening

2.3 Suspect Parameter Number (SPN) A suspect parameter number is assigned to each parameter of a parameter group or component. It is used for diagnostic purpose to report and identify abnormal operation of a Controller Application (CA). The SPN is a 19 bit number and has a range from 0 to 524287. For proprietary parameters a range from 520192 to 524287 is reserved.

2.4 Special Parameter Groups SAE J1939-21 defines some parameter groups on the data link layer: Request parameter group The request parameter group (RQST, PGN 00EA0016) can be sent to all or a specific CA to request a specified parameter group. The RQST contains the PGN of the request parameter group. If the receiver of a specific request cannot respond, it must send a negative acknowledgment. The RQST has a data length code of 3 bytes and is the only parameter group with a data length code less than 8 bytes. Acknowledgement parameter group The acknowledgement parameter group (ACKM, PGN 00E80016) can be use to send a negative or positive acknowledgment, i.e. in response to a request. 4 Application Note AN-ION-1-3100 19

Introduction to J1939

Address claiming parameter group The address claiming parameter group (ACL, PGN 00EE0016) is used for network management, see chapter 3.0. Commanded address parameter group The commanded address parameter group (CA, PGN 00FED816) can be used to change the address of a CA. Transport protocol parameter group The transport protocol parameter groups (TPCM, PGN 00EC0016 and TPDT, PGN 00EB0016) are used to transfer parameter groups with more than 8 data bytes, see chapter 4.0.

3.0 Network Management The software of an Electronic Control Unit (ECU) is the Controller Application (CA). An ECU may contain one or more CAs. Each CA has a unique address and an associated device name. Each message that is sent by a CA contains this source address. There are 255 possible addresses: • • • • •

0..253 0..127 and 248..253 128..247 254 255

– Valid source addresses for CAs – Used for CAs with Preferred Addresses and defined functions – Available for all CAs – Null – Global

Most CAs like Engine, Gearbox, etc. have a preferred address (see [2]). Before a CA may use an address, it must register itself on the bus. This procedure is called "address claiming." Thereby the device sends an "Address Claim" parameter group (ACL, PGN 00EE0016) with the desired source address. This PG contains a 64-bit device name. If an address is already used by another CA, then the CA whose device name has the higher priority has claimed the address. The device name contains some information about the CA and describes its main function. A manufacturer code must be requested by the SAE. The values of the fields are defined in SAE J1939-81 [11].

Figure 2: Device name data of the address claim parameter group

3.1 Address Claiming Procedure In a common situation the controller application sends an Address Claim parameter group at start up and waits a defined amount of time. If it does not detect an address conflict it can start with its normal communication.

5 Application Note AN-ION-1-3100 20

Introduction to J1939

Figure 3: Address claiming procedure In a situation where another CA already uses the address an address conflict occurs. The CA with the higher priority of the device name will obtain the address. The other CA must send a â&#x20AC;&#x153;Cannot Claim Addressâ&#x20AC;? parameter group, with source address Null (254).

Figure 4: Address claiming procedure with address conflict It depends on the address capability of a CA how to proceed, if an address cannot be obtained.

3.2 Request for Address Claim A CA can detect other CAs in the network by requesting the ACL parameter group. It is allowed to use the NullAddress (254) as source address before a CA has performed the address claiming procedure. If the request is addressed to the Global address (255) all CAs in the network must respond with the ACL parameter group (including own CA if an address has been claimed already).

6 Application Note AN-ION-1-3100 21

Introduction to J1939

Figure 5: Request address claim

3.3 Address Capability SAE J1939-81 defines the following types of capability to obtain an address: Arbitrary address capable CA The CA selects it source address by internal algorithm. It is able to select a new address on an address conflict. The Arbitrary Address Capable field in the device name indicates this capability. Single address capable CA A CA of this type can use only one address. On address conflicts it is not able to select another address. It can support the commanded address parameter group or proprietary mechanisms to change the address. The Arbitrary Address Capable field is not set for these CAs.

4.0 Transport Protocols Parameter groups that contain more than 8 data bytes are transmitted by means of a transport protocol.

Figure 6: Transport Protocol For peer-to-peer and broadcast transmission, there are two different protocols. The transport protocols utilize two special parameter groups which are used for the connection management (TP.CM) and the transmission of the data (TP.DT). For broadcast transmission, the BAM (Broadcast Announce Message) protocol is used. Here, after a BAM-PG, the transmitter sends all data PGs at a minimum interval of 50ms.

7 Application Note AN-ION-1-3100 22

Introduction to J1939

Figure 7: BAM transmission With the peer-to-peer transmission, the transmitter initiates the connection with a "request to send" message. The receiver then controls the transport protocol with "clear to send" and finally acknowledge it with "end of message acknowledge."

Figure 8: RTS/CTS transmission

8 Application Note AN-ION-1-3100 23

Introduction to J1939

5.0 Diagnostics The diagnostic features of SAE J1939 supports following services: • • •

Reporting and identification of abnormal operation Memory access Monitored tests

An important parameter group is the Diagnostics Message 1 (DM1, PGN FECA16). If supported, it shall be sent cyclic by each CA to report its state. The parameter group contains the state for different lamps: • • • •

Malfunction Indicator Lamp Red Stop Lamp Amber Warning Lamp Protect Lamp

An instrument cluster can use this information to report the state of the system to the driver. Additionally the parameter group contains a list of Diagnostic Trouble Codes (DTC). Together with the address of a sender the parameter of misbehaving components can be identified.

Figure 9: Diagnostic Trouble Code A DTC contains 4 bytes, which contain the SPN, the Failure Mode Identifier (FMI) and an Occurrence Count. If the DM1 contains more than one DTC a transport protocol must be used.

6.0 Summary With the specification of the parameter groups, CAN identifier scheme, and the network management, a manufacturer-spanning cooperation of control units will be ensured. J1939 describes, in addition to the mechanisms presented here, the physical properties and use of bus sub segments.

9 Application Note AN-ION-1-3100 24

Introduction to J1939

7.0 Additional Sources SAE Documents [1]

SAE J1939

Recommended Practice for a Serial Control and Communications Vehicle Network

[2]

SAE J1939-01 Recommended Practice for Control and Communications Network for On-Highway Equipment

[3]

SAE J1939-02 Agricultural and Forestry Off-Road Machinery Control and Communication Network

[4]

SAE J1939-03 On Board Diagnostics Implementation Guide

[5]

SAE J1939-05 Marine Stern Drive and Inboard Spark-Ignition Engine On-Board Diagnostics Implementation Guide

[6]

SAE J1939-11 Physical Layer - 250k bits/s, Twisted Shielded Pair

[7]

SAE J1939-13 Off-Board Diagnostic Connector

[8]

SAE J1939-14 Physical Layer, 500k bits/s

[9]

SAE J1939-15 Reduced Physical Layer, 250K bits/sec, Un-Shielded Twisted Pair (UTP)

[10]

SAE J1939-21 Data Link Layer

[11]

SAE J1939-31 Network Layer

[12]

SAE J1939-71 Vehicle Application Layer

[13]

SAE J1939-73 Application Layer - Diagnostics

[14]

SAE J1939-74 Application - Configurable Messaging

[15]

SAE J1939-75 Application Layer - Generator Sets and Industrial

[16]

SAE J1939-81 Network Management

[17]

SAE J1939-82 Compliance - Truck and Bus

[18]

SAE J1939-84 OBD Communications Compliance Test Cases for Heavy Duty Components and Vehicles

10 Application Note AN-ION-1-3100 25

J1587 SAE J1587 is a specification which defines messages that are transmitted on a SAE J1708 network. J1708 specifies the data link and physical layers, while J1587 specifies the transport, network, and application layers. J1587 is similar to J1922, which also defines messages for a J1708 network and also the same three protocol layers. J1587 is outdated and being replaced by J1939.

J1587 Purpose The purpose of SAE J1587 is to define the format of the messages and data being communicated between microprocessors used in heavy-duty vehicle applications. It is meant to serve as a guide toward a standard practice to promote software compatibility among microcomputer based modules. J1587 is to be used with SAE J1708, which defines the requirements for the hardware and basic protocol that is needed to implement J1587.

J1587 Messages J1587 uses messages for diagnostic purposes. For example, it sends messages for fuel economy, coolant temperature, fault codes (also known as diagnostic trouble codes or DTCs) and many other parameters. All together J1587 defines around 500 parameters. J1587 does not send control type messages, instead that is handled by J1922.

J1587 Message Format All messages have the following format: Message ID One or More Parameters Checksum Messages start with a MID, which stands for message identifier and indicates the source address of the transmitting node. For examples, see the below MID table. The next value is the PID, which stands for parameter identifier and indicates what parameter the following data corresponds to. The data and its length are defined by the PID value. After the corresponding data, either another PID is present or the message is terminated with a checksum.

MID, PID/Data, [PID/Data, PID/Data, ...], Checksum The J1939 Experts | Simma Software, Inc.

J1587 MID Example Table 0-127 Defined by SAE J1708 128 Engine #1 129 Turbocharger 130 Transmission 131 Power Takeoff 132 Axle, Power Unit 133 Axle, Trailer #1 134 Axle, Trailer #2 135 Axle, Trailer #3 136 Brakes, Power Unit 137 Brakes, Trailer #1 138 Brakes, Trailer #2 139 Brakes, Trailer #3 140 Instrument Cluster â&#x20AC;Śâ&#x20AC;Ś 242 Axles, Trailer #4 243 Axles, Trailer #5 244 Diagnostic Systems, Trailer #4 245 Diagnostic Systems, Trailer #5 246 Brakes, Trailer #4 247 Brakes, Trailer #5 248 Forward Road Image Processor 249 Body Controller 250 Steering Column Unit 251-255 Reserved to be assigned

J1587 Parameter Length The amount of data which is transmitting following a PID is defined by the value of the PID. A PID of 0 to 127 is followed by a single byte of data. PIDs from 128 to 191 are followed by two bytes of data and PIDs greater than or equal to 192 are variable length.

The J1939 Experts | Simma Software, Inc.

J1587 PID Example Table 0 Request Parameter 1 Invalid Data Parameter 2 Transmitter System Status 3 Transmitter System Diagnostic 4 Reserved 5 Underrange Warning Condition 6 Overrange Warning Condition 7 Axle #2 Lift Air Pressure 8 Brake System Air Pressure Low Warning Switch Status 9 Axle Lift Status 10 Axle Slider Status 11 Cargo Securement 12 Brake Stroke Status 13 Entry Assist Position/Deployment 14 Entry Assist Motor Current 15 Fuel Supply Pump Inlet Pressure 16 Suction Side Fuel Filter Differential Pressure 17 Engine Oil Level Remote Reservoir 18 Extended Range Fuel Pressure 19 Extended Range Engine Oil Pressure 20 Extended Range Engine Coolant Pressure â&#x20AC;Ś 128 Component-specific request 129 Injector Metering Rail #2 Pressure 130 Power Specific Fuel Economy 131 Exhaust Back Pressure 132 Mass Air Flow 133 Average Fuel Rate 134 Wheel Speed Sensor Status

J1587 Priority In J1587, priority is assigned to individual parameters. However, J1587 is transmitted by J1708 which contains a single priority for each message. If multiple J1587 parameters are packed into a single message, the message shall take on the priority of the highest priority parameters. Priorities have a range of 1 to 8 and specify how much extra time has to be waited before the message can be transmitted once the J1708 network goes idle. Therefore, priorities influence the amount of network bandwidth available.

The J1939 Experts | Simma Software, Inc.

J1587 Example For example, J1587 specifies a parameter for engine speed. The 'Engine Speed', which is PID 190, defines the parameter to be an unsigned 16-bit value, with a bit resolution of 0.25 RPM/bit, offset of 0 RPMs, and a network update period of 100 ms. Below are two more examples. PID 183 Fuel Rate (Instantaneous)—Amount of fuel consumed by engine per unit of time. Parameter Data Length: 2 Characters Data Type: Unsigned Integer Bit Resolution: 16.428 x 10 6 L/s (4.34 x 10 6 gal/s or 1/64 gal/h) Maximum Range: 0.0 to 1.076 65 L/s (0.0 to 0.284 421 90 gal/s or 0.0 to 1023.98 gal/h) Transmission Update Period: 0.2 s Message Priority: 3 Format: PID Data 183 aa a a— Fuel Rate (instantaneous)

PID 184 Instantaneous Fuel Economy—Current fuel economy at current vehicle velocity. Parameter Data Length: 2 Characters Data Type: Unsigned Integer Bit Resolution: 1.660 72 x 10 3 km/L (1/256 mpg) Maximum Range: 0.0 to 108.835 km/L (0.0 to 255.996 mpg) Transmission Update Period: 0.2 s Message Priority: 3 Format: PID Data 184 aa a a— Instantaneous fuel economy

The J1939 Experts | Simma Software, Inc.

J1587 Diagnostics J1587 sends diagnostic information very similar to the J1939 DTC approach. J1587 uses PID 194, which is titled â&#x20AC;&#x2DC;Transmitter System Diagnostic Code and Occurrence Count Tableâ&#x20AC;&#x2122;, to report diagnostic information. When there is an active fault, PID 194 is transmitted periodically and is always available by request. The PID 194 message contains the SID/PID identifier of the failure and the FMI.

J1587 SID Subsystem Identification Numbers (SIDs) are numbers assigned by the SAE or the SAE Truck and Bus Low Speed Communications Network Subcommittee. There are 255 SIDs definable for each controller or MID. SIDs are numbers that can be used to identify a section of a control system without a related PID. SIDs should only be assigned to field-repairable or replaceable subsystems for which failures can be detected and isolated by the controller (MID). SIDs 1 to 150 are assigned by SAE staff. SIDs 156 to 255 are assigned by the SAE Truck and Bus Low Speed Communications Network Subcommittee. MID related SIDs start with number 1 and sequentially increase. Common SIDs start at 254 and sequentially decrease. Below is an example of engine related SIDs. Engine SIDs (MID = 128, 175, 183, 184, 185, 186) 0 Reserved 1 Injector Cylinder #1 2 Injector Cylinder #2 3 Injector Cylinder #3 4 Injector Cylinder #4 5 Injector Cylinder #5 6 Injector Cylinder #6 7 Injector Cylinder #7 8 Injector Cylinder #8 9 Injector Cylinder #9 10 Injector Cylinder #10 11 Injector Cylinder #11 12 Injector Cylinder #12 13 Injector Cylinder #13 14 Injector Cylinder #14 15 Injector Cylinder #15 16 Injector Cylinder #16 17 Fuel Shutoff Valve 18 Fuel Control Valve 19 Throttle Bypass Valve 20 Timing Actuator 21 Engine Position Sensor 22 Timing Sensor 23 Rack Actuator 24 Rack Position Sensor The J1939 Experts | Simma Software, Inc.

J1587 FMI The Failure Mode Identifier, FMI, describes the type of failure detected in the subsystem identified by the PID or SID. The FMI, and either the PID or SID combine to form a given diagnostic code. If additional common failure modes become detectable, the remaining failure mode identifiers would be assigned by the SAE Truck and Bus Low Speed Communications Network Subcommittee. J1587 FMI Table 0 Data valid but above normal operational range (that is, engine overheating) 1 Data valid but below normal operational range (that is, engine oil pressure too low) 2 Data erratic, intermittent, or incorrect 3 Voltage above normal or shorted high 4 Voltage below normal or shorted low 5 Current below normal or open circuit 6 Current above normal or grounded circuit 7 Mechanical system not responding properly 8 Abnormal frequency, pulse width, or period 9 Abnormal update rate 10 Abnormal rate of change 11 Failure mode not identifiable 12 Bad intelligent device or component 13 Out of Calibration 14 Special Instructions 15 Reserved for future assignment by the SAE Subcommittee

The J1939 Experts | Simma Software, Inc.

A Brief Introduction to SAE J1708 and J1587

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A Brief Introduction to SAE J1708 and J1587

SAE J1708 is a standard used for serial

communications

between

ECUs on a heavy duty vehicle and also between a computer and the vehicle. System

With

respect

Interconnection

Open model

(OSI), J1708 defines the physical layer.

Common

higher

layer

protocols that operate on top of J1708 are SAE J1587 and SAE J1922. The protocol is maintained by SAE International. The standard defines a 2-wire 18 gauge wire cable that can run up to 130 feet (40 m) and operates at 9600 bit/s. A message is composed of up to 21 characters, unless the engine is stopped and the vehicle is not moving in which case transmitters are allowed to exceed the 21 byte max message length. Messages start with a Message ID (MID) character and finish with a checksum at the end.

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A Brief Introduction to SAE J1708 and J1587

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Characters are transmitted in the common 8N1 format. The hardware utilized are RS-485 transceivers wired for open collector operation through the use of a pullup and pulldown of the separate data lines. Transmission is accomplished by controlling the driver enable pin of the transceiver. This method allows multiple devices to share the bus without the need for a single master node. Collisions are avoided by monitoring the bus while transmitting the MID to ensure that another node has not simultaneously transmitted a MID with a higher priority. SAE J1708, although still widely used, is replaced by SAE J1939 which is a CAN (Controller Area Network) based protocol. Some quick facts: Describes the physical and data link layer according to OSI model. Almost always used in conjunction with the application layer protocol SAE J1587. Based on electronic properties from the RS-485 bus. Twisted pair wire with a maximum length of 40m. The network is based on a bus topology. Serial byte-oriented communication with least significant byte first. Transmission rate 9600 bps. A message contains of a one byte long MID (Message Identification), followed by a number of data bytes, and finally a checksum. A message can be up to 21 bytes long. Error detection and handling at collision of message transmission. J1708 protocol uses the same transceiver as RS-485. The bus network supports at least 20 nodes with these transceivers. J1708 does not use the bus termination resistors used by RS-485.

SAE J1708 makes up the physical and data link layers while SAE J1587 makes up the transport and application layers with respect to the OSI model. SAE J1587 is used in conjunction with SAE J1708 for automobile communication. J1587 is an automotive diagnostic protocol standard developed by the Society of Automotive Engineers (SAE) for heavy-duty and most medium-duty vehicles built after 1985. The J1587 protocol uses different diagnostic connectors. Up to 1995, individual OEMs used their own connectors. From 1996 to 2001, the 6-pin Deutsch-connector was standard. Beginning in 2001, most OEMs converted to the 9-pin Deutsch. Some OEMs still use the 6-pin Deutsch. It has mostly been used for US made vehicles, and also by Volvo. Other European brands have usually used KWP. Some quick facts: The J1587 protocol defines the format of J1708 messages sent between microprocessors devices in

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A Brief Introduction to SAE J1708 and J1587

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heavy duty vehicles. It also supports communication with external devices connected to the bus. J1587 is an application layer and is used together with J1708, which is the physical layer. J1587 describes a message format and defines parameters. A J1587 message consists of MID, PID, data bytes and a checksum. The length of a J1587 message is limited to 21 bytes according to J1708. J1587 allows for sending messages longer than 21 bytes using a connection oriented transport service (COTS).

SAE J1708 is basically an RS485 hardware interface without the typical 120 ohm termination resistors. In typical applications, a half-duplex RS485 transceiver chip is used to connect to the bus. In order to avoid collisions, J1708 protocol rules dictate that the device must monitor the data bus while transmitting the first byte (MID) of its message. The questiojn is, how is this possible using a half-duplex transceiver? In other devices, half-duplex implied that receiving during transmission was not possible. Does the Receiver Output pin of the transceiver match the Driver Input during transmission? The answer to these question is that SAE J1708 uses RS-485 transceivers, but connects the serial transmit data to the enable line of the driver rather than to the data line. This means that the driver is effectively switching directions on every bit. This is similar to CANbus, in which one of the bit values is "dominant" and the other is "recessive". The logic of each node is supposed monitor the recessive bits of the MID byte to determine whether any other node is transmitting a dominant bit at that time. If it detects this condition, the other node has a higher-priority message, and this node should immediately drop out and retry its message later. So, connecting the UART transmit to the DE instead of the DI pin is the key as shown in the image below (picture borrowed from the SAE J1708 specs).

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A Brief Introduction to SAE J1708 and J1587

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Introduction to SAE J1708 by Kvaser Introduction to SAE J1587 by Kvaser Texas Instrument Application Report On Automotive Physical Layer SAE J1708

serial

data

communications

between

microprocessor systems (also called Electronic Control Units - ECU) in any kind of heavy duty vehicles. The messages exchanged between these units can be data such as vehicle road speed, torque control message from the transmission to the engine, oil temperature, and many more. The information in this book is based on two documents of the SAE J1939 Standards Collection: J1939/21 - Data Link Layer J1939/81 - Network Management A Comprehensible Guide to J1939 is the first work on J1939 besides the SAE J1939 standards collection. It provides profound information on the J1939 message format and network management combined with a high level of readability. => Read More...

Name

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The SAE J1939 Communications Network An overview of the J1939 family of standards and how they are used An SAE White Paper

Since its publication more than a decade ago, SAE J1939 has become widely accepted as the Controller Area Network (CAN) for on-highway trucks, off-highway equipment, agricultural equipment, construction equipment, and other vehicles.

What is J1939? From the Foreword to J1939 (Serial Control and Communications Heavy Duty Vehicle Network)... â&#x20AC;&#x153;The SAE J1939 communications network is a high speed ISO 11898-1 CAN-based communications network that supports real-time closed loop control functions, simple information exchanges, and diagnostic data exchanges between Electronic Control Units (ECUs), physically distributed throughout the vehicle. The SAE J1939 common communication architecture strives to offer an open interconnect system that allows ECUs associated with different component manufacturers to communicate with each other.â&#x20AC;? J1939 covers the design and use of devices that transmit electronic signals and control information among vehicle components. Used as an application layer, J1939 provides communication between the engine control, transmission control, vehicle body control, and other applicable sub-control systems. J1939 also defines message timeouts, how large messages are fragmented and reassembled, the network speed, the physical layer, and how applications acquire network addresses. The J1939 communications network is defined using a collection of individual SAE J1939 documents based upon the layers of the Open System Interconnect (OSI) model for computer communications architecture.

1 36

A “Family” of Documents The J1939 standards “family” consists of the top level document (J1939 itself) and 16 companion documents. J1939 is the master control for definitions common to many applications. This document provides the comprehensive list of all assigned data parameter and diagnostic identifiers (SPNs), all assigned messages (PGNs), and all assignments for NAME and Address identifiers. The top level document serves as the central registry for these assignments even though the technical details for most SPNs and PGNs are specified throughout the other documents in the J1939 family. The top level document describes the network in general, the OSI layering structure, and the subordinate document structure, as well as providing control for all preassigned values and names. J1939 is: • Developed for use in heavy-duty environments •

Suitable for horizontally-integrated vehicle industries

The physical layer aspects of SAE J1939 reflect its design goal for use in heavy-duty environments. But the J1939 communications network is applicable for light-duty, medium-duty, and heavy-duty vehicles used on-road or off-road, and appropriate stationary applications which use vehicle-derived components (such as generator sets). The companion documents explain component rationalization and product standardization for a particular application or industry. Specific documents in the J1939 family describe the recommended practices for networks in: • Heavy-Duty On-Highway Vehicles • Agricultural and Forestry Off-Road Machinery • Marine Stern Drive and Inboard Spark-Ignition Engines Companion documents also describe layers used in the OSI network architecture, such as: • Physical Layer • Data Link Layer • Network Layer • Vehicle Application Layer

2 37

J1939 Compliance

There is no procedure presently in place to test, validate or provide formal approval for ECUs utilizing the SAE J1939 network. Developers are expected to design their products in the spirit of, as well as the specific content of, the recommended practice. In the future, procedures may be defined for the testing of products to ensure compliance. Until then, compliance is determined by the manufacturer of the component. J1939 gives OEMs the ability for customized communication.

J1939 Benefits Because a vehicle’s electronic systems are connected to one central network, vehicle monitoring and management is enhanced. Vehicle systems become more serviceable because they are all connected to one network. Thus, J1939 results in improvements in: • Vehicle flexibility and reliability • Product standardization • Parts economy • Self-diagnostics • Log and record capabilities • Calibration of individual components • Reading or deleting the diagnostics data of individual components • Transmitting measurement values and control data to configure components

History The J1939 family of standards is developed by SAE’s Truck and Bus Control and Communications Network Committee, which reports to the Electrical and Electronics Steering Committee of the Truck and Bus Council. Participants in the Control and Communications Network Committee include personnel from OEMs, suppliers, consulting firms, governmental agencies, and others involved in the truck and bus industry. The top-level document, J1939, was originally published in April 2000. It has since been revised in 2003, 2005, 2007, 2009, 2010, and most recently, in April 2011. As stated in the original publication of J1939, the purpose of the recommended practices was to “provide an open interconnect system for electronic systems. It is the intention of these recommended practices to allow Electronic Control Units to communicate with each other by providing a standard architecture.” The J1939 network was the next generation successor to the SAE J1708 and SAE J1587 low speed networks. Those earlier standards provided simple information exchange, including diagnostic data, between ECUs. J1939 was capable of performing all of the functions of those earlier networks. It enhanced previous capabilities and added new ones to better support controls and multiplexing on a single network.

3 38

The J1939 Standards Collection on the Web The most convenient and comprehensive way to access everything related to the SAE J1939 family of standards is through the SAE J1939 Standards Collection on the Web. This web-based subscription service provides access to the top level document (J1939), as well as the 16 core companion documents. Whenever any of these documents is revised, or if a new standard is added, the subscription is updated automatically. In addition, the subscription includes more than 20 related standards and technical papers, and the Companion Spreadsheet for 1939, a supplementary Excel document consisting of the parameters and parameter groups contained in J1939 standards. Single user, one-year subscription: $650 To order, or for more information: sae.org/j1939 1-888-875-3976 CustomerSales@sae.org

Technology had advanced to the point where a high speed communication network was feasible. It was needed to secure higher bandwidth capabilities for more demanding control needs, so that component suppliers could integrate subsystems for improved performance, and to meet customer expectations and government regulations. A number of documents in the J1939 family preceded the publication of the top level document. For example, these recommended practices were available in 1994: • J1939-11: Physical Layer, 250K bits/s, Twisted Shielded Pair • J1939-21: Data Link Layer • J1939-31: Network Layer Revision, expansion and updating of all standards in the J1939 family is ongoing. The following four documents in the J1939 family have been revised in 2011: • J1939-01: Recommended Practice for Control and Communications Network for On-Highway Equipment • J1939-71: Vehicle Applications Layer • J1939-75: Application Layer – General Sets and Industrial • J1939-81: Network Management

J1939 and CAN J1939 uses the CAN protocol which permits any ECU to transmit a message on the network when the bus is idle. Every message uses an identifier that defines: • The message priority • From whom it was sent • The data that is contained within it Collisions are resolved non-destructively as a result of the arbitration process that occurs while the identifier is transmitted. A. CAN Standard Frame Format CAN Data Frame Maximum frame length with bit stuffing = 127 bits Arbitration Field 12 Bits

Bits

S O F 1

Control Field 6 Bits

I D E

R T R

Identifier 11

r 0 1

CRC Delimiter

Data Field

DLC

Data Field

CRC

0 - 64

ACK Field

Bit Stuffing

EOF 7

No Bit Stuffing

B. CAN Extended Frame Format

CAN Extended Data Frame

Maximum frame length with bit stuffing = 150 bits Control

Arbitration Field

S O

Identifier

F Bits

Data

Field

32 Bits

Field

6 Bits

Identifier Ext. 18

CRC Delimiter E

R T

DLC

Data Field

0 - 64

CRC

ACK

Field

No Bit

Bit Stuffing

Stuffing

4 39

This permits high priority messages to get through with low latency (delay) times because there is equal access on the network for any ECU. When multiple ECUs are simultaneously attempting to transmit, the highest priority message prevails. This results in maximum reliability, combined with maximum possible performance, leading to better vehicle performance, and reduced production costs. CAN systems enable use of a single command station to control diagnostic systems and receive information such as: • Brake and transmission temperature • Tire pressure • Fuel efficiency • Emission levels J1939 uses the 29-Bit identifier to identify the source, and in some cases, the destination of data on the bus. J1939 extends the use of the 29-Bit CAN identifier beyond the standard CAN message identification. J1939 takes advantage of these features of CAN: • Reduced wiring (CAN requires only two wires between nodes) • Reliable communication • Easy implementation • Improved maintenance and service capabilities • Error detection and fault confinement • Collision-free bus arbitration

J1939 Applications in Industry J1939 has been widely adopted by diesel engine manufacturers and in the commercial vehicle sector. J1939 is heavily used in the following vehicle applications: • Diesel powertrain applications

Farm Management Information System

• In-vehicle networks for trucks and buses

Management Computer Interface

• Agricultural machinery • Forestry machinery

Implement ECU

• Truck-trailer connections • Mining equipment • Military vehicles • Recreational vehicles • Marine navigation systems

Implement Bus

Implement Bridge mplement Bridge Implement Sub Network

• Fleet management systems

Hitch

Management CompouterTask Controller Gateway

Tractor ECU

GPS Engine

Tractor Bus

Implement ECU

J1939 has been used as the basis for the development of other industry-specific standards, including ISO 11783 for agricultural machinery, MilCAN for military applications, and NMEA 2000 for marine applications. Recently, six major European truck manufacturers developed the FMS (Fleet Management System), a common standard for trucks based on J1939. Companies using J1939 include Volvo, MACK, John Deere, Caterpillar, Nissan Diesel, and Navistar.

5 40

The J1939 Family of Standards In addition to J1939 (Recommended Practice for a Serial Control and Communications Vehicle Network), the J1939 family of documents consists of: J1939-13 Off-Board Diagnostics Connector This document describes the off-board diagnostic connector used on the vehicle to get access to the vehicle communication links.

J1939-01 On-Highway Equipment Control and Communications Network This document was updated in May 2011 to more accurately describe the J1939 network as typically used in heavy duty on-highway vehicle applications.

J1939-15 Reduced Physical Layer, 250K bits/sec, Unshielded Twisted Pair (UTP) This document describes a physical layer utilizing Unshielded Twisted Pair (UTP) cable.

J1939-02 Agricultural and Forestry Off-Road Machinery Control and Communications Network This document is intended to specify the requirements for application of J1939 in construction and agricultural equipment. This document specifies the series of documents within the set of J1939 documents that are applicable to construction and agricultural equipment and provides further requirements for this industry.

J1939-21 Data Link Layer This document describes the data link layer using the CAN protocol with 29-bit identifiers. For SAE J1939 no alternative data link layers are permitted. J1939-31 Network Layer This document describes the Network Layer which defines the requirements and services needed for the electronic devices (Network Interconnection ECUs) providing intercommunications between different segments of the SAE J1939 Vehicle Network. It also defines the various types of Network Interconnection ECUs and the functions they provide.

J1939-03 On-Board Diagnostics Implementation Guide This document provides requirements and guidelines for the implementation of On-Board Diagnostics (OBD) on heavy-duty vehicles (HDV) using the SAE J1939 family of standards. The guidelines identify where the necessary information to meet OBD regulations may be found among the SAE J1939 document set. Key requirements are identified to insure the interoperability of OBD scan tools across individual OBD compliant vehicles. J1939-05 Marine Stern Drive and Inboard Spark-Ignition Engine On-Board Diagnostics Implementation Guide This document describes the application of the SAE J1939 recommended practices for compliance with on-board diagnostic malfunction detection system requirements for marine stern drive and inboard spark ignition engines, as mandated by the California Air Resources Board.

J1939-71 Vehicle Application Layer This recommended practice describes an Application Layer for vehicle use.

J1939-11 Physical Layer â&#x20AC;&#x201C; 250k bits/s, Twisted Shielded Pair The physical layer is a realization of an electrical connection of a number of ECUs to a network. The total number of ECUs will be limited by electrical loads on the bus line. This document defines a physical median of shielded twisted pair.

6 41

J1939-73 Application Layer – Diagnostics This document identifies the diagnostic connector to be used for the vehicle service tool interface and defines messages to accomplish diagnostic services. California-regulated OBD II requirements are satisfied with a subset of the specified connector and the defined messages. Diagnostic messages (DMs) provide the utility needed when the vehicle is being repaired. Diagnostic messages are also used during vehicle operation by the networked electronic control modules to allow them to report diagnostic information and self-compensate as appropriate, based on information received. Diagnostic messages include services such as periodically broadcasting active diagnostic trouble codes, identifying operator diagnostic lamp status, reading or clearing diagnostic trouble codes, reading or writing control module memory, providing a security function, stopping/ starting message broadcasts, reporting diagnostic readiness, and monitoring engine parametric data.

J1939-81 Network Management Network management in the SAE J1939 network is concerned with the management of source addresses and the association of those addresses with an actual function and with the detection and reporting of network related errors. Due to the nature of management of source addresses, network management also specifies initialization processes, requirements for reaction to brief power outages and minimum requirements for ECUs on the network. J1939-82 Compliance – Truck and Bus The purpose of these compliance procedures is to generate one or more test documents that outline the tests needed to assure that an ECU that is designed to operate as a node on an SAE J1939 network would do so correctly. These tests are presented to allow testing of a device to determine self-compliance by the manufacturer. The manufacturer can use its record of what procedures were run successfully to show the level of compliance with SAE J1939.

J1939-74 Application – Configurable Messaging This document describes the message structure for a set of messages that enable the user to determine and announce to others on the network, the parameter placement within a particular message from the special set of messages defined within this document.

J1939-84 OBD Communications Compliance Test Cases for Heavy Duty Components and Vehicles The purpose of this recommended practice is to verify that vehicles and/or components are capable of communicating a required set of information, in accordance with the diagnostic test messages specified in SAE J1939-73, to fulfill the off-board diagnostic tool interface requirements contained in government regulations. This document describes the tests, test methods, and results for verifying diagnostics communication from an off board diagnostic tool (i.e., scan tool) to a vehicle and/ or component. This document serves as a guide for testing vehicles for compliance with ARB and other requirements for emissions-related on-board diagnostic (OBD) functions for heavy duty engines used in medium and heavy duty vehicles.

J1939-75 Application Layer – Generator Sets and Industrial This document defines the set of data parameters (SPNs) and messages (PGNs) for information predominantly associated with monitoring and control generators and driven equipment in electric power generation and industrial applications.

SAE International (commonly referred to as SAE) is a global association of more than 128,000 engineers and related technical experts in the aerospace, automotive, and commercial-vehicle industries. SAE International’s core competencies are life-long learning and voluntary consensus standards development. SAE International’s charitable arm is the SAE Foundation, which supports many programs, including A World In Motion® and the Collegiate Design Series. For more information on SAE, please visit www.sae.org.

7 42

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Introduction

How To Use This Manual

Plug in tool and read display See possible connectors on page 44

Identifies module or ECU

Identifies data or status Describes type of failure

PID/SID FMI 110 003

MID 128 Use MID and your model/brand to find Fault Code Chart page number

Introduction

Sample Display

MID 128 - Engine

Pg CAT . . . . . . . . . . . . . . . . . . . . . . .2 Cummins . . . . . . . . . . . . . . . . . . .3 Detroit Diesel . . . . . . . . . . . . . . . .8 International . . . . . . . . . . . . . . . .12 Mack . . . . . . . . . . . . . . . . . . . . .16

MID 130 - Transmission Eaton AC-AS1 . . . . . . . . . . . . . . .17 Eaton AS2-ASX . . . . . . . . . . . . .18 Eaton ASW . . . . . . . . . . . . . . . . .19 Eaton CEEMAT . . . . . . . . . . . . . .20 Eaton CEMT . . . . . . . . . . . . . . . .21 Eaton DM2 . . . . . . . . . . . . . . . . .22 Eaton Lightning . . . . . . . . . . . . .23 Meritor FreedomLin . . . . . . . . . .24 Meritor SureShift . . . . . . . . . . . .25

3 PID/ SID

FMI Fault Fault Code Description

105

Intake Manifold Air Temperature Sensor Short Circuit

Very High Intake Manifold Air Temp

Atmospheric Pressure Sensor Open Circuit

Atmospheric Pressure Sensor Short Circuit

High Coolant Temperature Warning

Coolant Temp Sensor Open Circuit

Coolant Temp Sensor Short Circuit

Very High Coolant Temperature

Low Coolant Level Warning

108

110

MID 136 - Brakes (ABS) Bendix Tractor ABS . . . . . . . . . .26 Eaton Tractor ABS . . . . . . . . . . .29 Wabco Pneumatic Tractor ABS .32 Wabco Hydraulic ABS . . . . . . . .34

Use PID/SID and FMI numbers to locate the Fault Code

111

MID 137 - Trailer (ABS)

Sample Fault Code Chart MID 128 - CAT PID/SID - 110 FMI - 003 Fault Code - 27

Bendix Trailer ABS . . . . . . . . . . .35 Eaton Trailer ABS . . . . . . . . . . . .37 Haldex Trailer ABS . . . . . . . . . . .39 Wabco Trailer ABS . . . . . . . . . . .41

MID 142 - Engine Mack . . . . . . . . . . . . . . . . . . . . .42

MID 158 - Engine Mack . . . . . . . . . . . . . . . . . . . . .42

MID 219 - VORAD Eaton VORAD . . . . . . . . . . . . . . .43

1 55

MID 128 - CAT

MID 128 - CAT CAT (Continued) CAT

PID/ FMI Fault Fault SID Code Description

105

Intake Manifold Air Temp. Sensor Short Circuit

Very High Intake Manifold Air Temp

Atmospheric Press. Sensor Open Circuit

Atmospheric Press. Sensor Short Circuit

High Coolant Temperature Warning

Cylinder 1 Fault

Cylinder 2 Fault

Cylinder 3 Fault

Cylinder 4 Fault

Cylinder 5 Fault

Cylinder 6 Fault

Coolant Temp Sensor Open Circuit

Check Timing Sensor Calibration

Coolant Temp Sensor Short Circuit

Invalid PTO Throttle Signal

Very High Coolant Temperature

PTO Throttle Sensor Calibration

Low Coolant Level Warning

Volt Supply Above Normal

Coolant Level Sensor Fault

Volt Supply Below Normal

Very Low Coolant Level

Idle Shutdown Override

Retarder Solenoid Lo/Hi Open Circuit

Idle Shutdown Occurrence

Retarder Solenoid Lo/Hi Short Circuit

Vehicle Over speed Warning

Retarder Solenoid Med/Hi Open Circuit

Loss of Vehicle Speed Signal

Retarder Solenoid Med/Hi Short Circuit

Invalid Vehicle Speed Signal

168

Low/Intermittent Battery Power to ECM

Vehicle Speed Out of Range

174

High Fuel Temperature Warning

Vehicle Speed Rate of Change

Fuel Temperature Sensor Open Circuit

Invalid Throttle Signal

Fuel Temperature Sensor Short Circuit

Throttle Sensor Calibration

Engine Over speed Warning

Low Oil Pressure Warning

Loss of Engine RPM Signal

Oil Pressure Sensor Open Circuit

228

A/C High Pressure Switch Open Circuit

Oil Pressure Sensor Short Circuit

231

J1939 Data Link Fault

Very Low Oil Pressure

232

Volt Supply Above Normal

Boost Pressure Sensor Stuck High

Volt Supply Below Normal

Boost Pressure Sensor Open Circuit

244

Event Recorder Data Lost

Boost Pressure Sensor Short Circuit

249

Power train Data Link Fault

Boost Pressure Sensor Calibration

252

Incorrect Engine Software

High Intake Manifold Air Temp. Sensor Open Circuit

Personality Module Fault

253

Check Customer or System Parameters

254

ECM Fault

100

102

105

108

110

111

121

122

190

Intake Manifold Air Temp. Sensor Open Circuit

2 56

MID 128 - Cummins

MID 128 - Cummins Cummins (Continued) Cummins PID/ FMI Fault Fault SID Code Description 1

279

Fuel Injection Control Valve

311

Cylinder 1 Fault

378

Fueling Actuator #1

322

Cylinder 1 Fault

379

Fueling Actuator #1

277

Fuel Injection Control Valve

514

Fuel Control Valve Circuit

539

Injector Control Valve Electronic Filter

1139 Injector Cylinder #1

315

Cylinder 2 Fault

331

Cylinder 2 Fault

1141 Injector Cylinder #2

313

Cylinder 3 Fault

324

Cylinder 3 Fault

2311 Fuel Control Valve #1 13

493

Fuel Pump Calibration Trim Circuit Error

349

Transmission Output Shaft Speed

467

Timing Rail Actuator Circuit

1142 Injector Cylinder #3

321

Cylinder 4 Fault

113

Engine Timing Actuator

332

Cylinder 4 Fault

114

Engine Timing Actuator

1143 Injector Cylinder #4

394

Timing Actuator #1

312

Cylinder 5 Fault

395

Timing Actuator #1

323

Cylinder 5 Fault

112

Engine Timing Actuator

2312 Timing Actuator #1

555

Engine Blow by - Warning Level

719

Crankcase Pressure Sensor

729

Crankcase Pressure Sensor

172

Rack Position Sensor

173

Rack Actuator

1144 Injector Cylinder #5

314

Cylinder 6 Fault

325

Cylinder 6 Fault

1145 Injector Cylinder #6

768

Output Device Driver

583

Fuel Supply Pump Inlet Pressure Sensor

581

Fuel Supply Pump Inlet Pressure Sensor

166

Rack Position Sensor

582

Fuel Supply Pump Inlet Pressure Sensor

599

219

Low Oil Level

OEM Commanded Dual Output Shutdown

472

Engine Oil Level #2

255

473

Engine Oil Level #2

Externally Supplied Voltage at of the following: Fuel Shutoff Valve, Fan Clutch, Engine Brake

254

Low Voltage Detected on Fuel Shutoff Solenoid

9122 Variable Geometry Turbocharger

957

259

Fuel Shutoff Valve

391

Fuel Shutoff Valve

468

Fuel Rail Actuator Circuit

276

Fuel Injection Control Valve

455

Fuel Control Valve Circuit

MID 128 - Engine

PID/ FMI Fault Fault SID Code Description

EGR Position Sensor Circuit

1228 EGR Position Sensor Circuit 3

2271 EGR Valve Position Sensor Circuit 2277 Variable Geometry Turbocharger Actuator #1

3 57

MID 128 - Cummins

Cummins (Continued)

Cummins (Continued) PID/ FMI Fault Fault SID Code Description

PID/ FMI Fault Fault SID Code Description

2385 Variable Geometry Turbocharger

753

Engine Speed/Position #2

2272 EGR Valve Position Sensor Circuit

778

Engine Speed Sensor #2

2278 Variable Geometry Turbocharger Actuator #1

2322 Engine Speed Sensor #2

2384 Variable Geometry Turbocharger 5

2383 Variable Geometry Turbocharger

2386 Variable Geometry Turbocharger

2387 Variable Geometry Turbocharger

2348 EGR Valve Position

288

SAE J1939 Data Link Remote Throttle Data

133

Remote Accelerator Pedal Position Sensor

133

Remote Accelerator Pedal Position Sensor

134

Remote Accelerator Pedal Position Sensor

134

Remote Accelerator Pedal Position Sensor

237

External Speed Input

466

Turbocharger #1 Wastgate Control Circuit

2181 Fan Clutch Output Device Driver

731

2555 Inlet Air Heater Driver #1

2556 Inlet Air Heater Driver #1

278

Fuel Priming Pump

316

Fuel Supply Pump Actuator

318

Fuel Supply Pump Actuator

396

Fueling Actuator #2

397

Fueling Actuator #2

241

Loss of Vehicle Speed Signal

398

Timing Actuator #2

399

Timing Actuator #2

242

Invalid Vehicle Speed Signal

223

Engine Oil Burn Valve Solenoid

225

Engine Oil Burn Valve Solenoid

287

SAE J1939 Data Link Remote Accelerator Pedal

431

No Voltage Detected at Idle Validation Switch

551

Voltage Detected simultaneously at Idle Validation Switch

131

High Voltage detected at Throttle Sensor

515

Accelerator Pedal Position Sensor

132

Low Voltage detected at Throttle Sensor

516

Accelerator Pedal Position Sensor

147

Accelerator Pedal Position Sensor

148

Accelerator Pedal Position Sensor

432

Voltage Detected at Idle Validation Switch

2388 Variable Geometry Turbocharger

2377 Fan Clutch Output Device Driver

Engine Speed Sensor #2

245

Clutch Fan Low Voltage

389

Fan Clutch Circuit Error

584

Starter Relay Circuit

585

Starter Relay Circuit

527

Auxiliary Input/Output #2

529

Auxiliary Input/Output #3

779

Auxiliary Equipment Sensor Input #3

2195 Auxiliary Equipment Sensor Input #3

528

OEM Alternate Torque Validation Switch

2557 Auxiliary PWM Driver #1

449

Fuel Pressure High

2558 Auxiliary PWM Driver #1

2216 Fuel Pump Deliver Pressure

4 58

MID 128 - Cummins

Cummins (Continued)

PID/ FMI Fault Fault SID Code Description

105

482

Fuel Pressure Low

153

High Voltage Detected at Intake Manifold Air Temperature Sensor

154

Low Voltage Detected at Intake Manifold Air Temperature Sensor

295

Ambient Air Pressure Sensor

221

Atmospheric Pressure Sensor

222

Atmospheric Pressure Sensor

233

Engine Coolant Pressure Sensor

231

Engine Coolant Pressure Sensor

232

Engine Coolant Pressure Sensor

151

Coolant Temperature Above 220 Deg F

2215 Fuel Pump Deliver Pressure 2

268

Fuel Pressure Sensor

546

Fuel Delivery Pressure Sensor

547

Fuel Delivery Pressure Sensor

2372 Fuel Filter Restriction Moderately High Warning

418

Water in Fuel Indicator

428

Water in Fuel Indicator

429

Water in Fuel Indicator

253

Engine Oil Level

471

Engine Oil Level Low

252

Engine Oil Level

143

Low Oil Pressure

415

Low Oil Pressure Warning

435

Engine Oil Pressure Sensor

135

High Voltage detected at Oil Pressure Sensor

141

Low Voltage detected at Oil Pressure Sensor

433

High Boost Pressure

100

102

108

109

110

1119 Engine Coolant Temp 2963 Engine Coolant Temp High

111

2973 Boost Pressure 3

103

105

122

High Voltage Detected at Boost Pressure Sensor

123

Low Voltage Detected at Boost Pressure Sensor

595

Turbocharger #1 High Speed

595

Turbocharger Speed #1

687

Turbocharger Speed #1

2345 Turbocharger Speed Invalid

155

Intake Manifold Air Temperature Above 200 Deg. F

488

Intake Manifold Air Temperature High

2964 Intake Manifold #1 Temp

MID 128 - Engine

112

144

High Voltage Detected at Coolant Temperature Sensor

145

Low Voltage Detected at Coolant Temperature Sensor

197

Coolant Level

235

Low Coolant Level Warning

422

Very Low Coolant Level

195

Coolant Level

196

Coolant Level

1236 Water Pump Delta P

1233 Water Pump Delta P 1234 Water Pump Delta P

1235 Water Pump Delta P

1231 Water Pump Delta P

1232 Water Pump Delta P

113

524

OEM Alternate Droop Switch

114

497

Multiple Unit Synchronization Switch Circuit

117

299

Engine Shut Down Commanded by J1939

121

243

Retarder Solenoid Low Voltage

126

272

High Fuel Pressure Solenoid Valve #1

5 59

MID 128 - Cummins

Cummins (Continued)

PID/ FMI Fault Fault SID Code Description

126

127

129

135

151

152

154

155

271

High Fuel Pressure Solenoid Valve #1

157

755

Injector Metering Rail #1

275

Fuel Pump Element #1

166

951

281

High Fuel Pressure Solenoid Valve #1

Cylinder Power Imbalance Between Cylinders

274

High Fuel Pressure Solenoid Valve #2

167

596

Electrical Charging System

273

High Fuel Pressure Solenoid Valve #2

597

Electrical Charging System

282

High Fuel Pressure Solenoid Valve #2

598

Electrical Charging System

485

Injector Metering Rail #2

442

High Battery Power to the ECM

486

Injector Metering Rail #2

441

Low or Intermittent Battery Power to the ECM

483

Injector Metering Rail #2

249

Ambient Air Temp

484

Injector Metering Rail #2

256

Ambient Air Temp

758

Injector Metering Rail #2

173

777

118

Fuel Timing Pressure

Turbocharger #1 Turbine Inlet Temperature high

119

Fuel Timing Pressure

174

261

Fuel Temperature High

2355 System Diagnostic Code #1

263

Fuel Temperature Sensor

2356 System Diagnostic Code #1

265

Fuel Temperature Sensor

611

264

Fuel Temperature Sensor

2554 System Diagnostic Code #2

214

Oil Temperature Above 255 Deg F

328

Fuel Pumping Element #2

212

293

Auxiliary Temperature Sensor Input #1

High Voltage Detected at Oil Temperature Sensor

527

Auxiliary Input/Output #2

213

Low Voltage Detected at Oil Temperature Sensor

294

Auxiliary Temperature Sensor Input #1

234

Engine Speed Greater than 2630 RPM

2273 System Diagnostic Code #5

115

Loss of Engine RPM Signal

369

Fuel Pump Control Module

689

Engine Speed

168

171

Engine Hot Shutdown 175

190

2292 System Diagnostic Code #5 4

2274 System Diagnostic Code #5 2293 System Diagnostic Code #5

156

157

423

Fuel Timing Pressure

116

Fuel Timing Pressure

117

Fuel Timing Pressure

553

Injector Metering Rail #1 Pressure High

2321 Engine Speed 10

121

Engine Over speed Warning

367

Fuel Pump Control Module

191

489

Transmission Output Shaft Speed

216

211

Additional OEM/Vehicle Diagnostic Codes Have been Logged

221

283

Engine Speed/Position Sensor #1

387

Accelerator Pedal Position Sensor

284

Engine Speed/Position Sensor #1

2552 Injector Metering Rail #1 Pressure High 2

554

Fuel Pressure Sensor

451

Injector Metering Rail #1

452

Injector Metering Rail #1

6 60

MID 128 - Cummins

Cummins (Continued) PID/ FMI Fault Fault SID Code Description

443

Accelerator Pedal Position Sensor

233

329

Fuel System Leakage Error

237

487

Start Assist Device Control Circuit

381

Intake Air Heater

496

Engine Speed/Position Sensor #2

223

293

Auxiliary Temperature Sensor Input #1

297

Auxiliary Pressure Sensor Input #2

382

Intake Air Heater

294

Auxiliary Temperature Sensor Input #1

384

Start Assist Device Control Circuit

298

Auxiliary Pressure Sensor Input #2

412

SAE J1708 (J1587) Data Link

414

Data Comm. Error over J1587 Data Link

319

Real Time Clock

434

Battery Voltage at AC Below Normal

230

231

232

2194 Auxiliary Equipment Sensor Input #2

292

Auxiliary Temperature Sensor Input #1

296

Auxiliary Pressure Sensor Input #2

431

No Voltage Detected at Idle Valid. Switch

361

Fuel Pump Control Module

551

Voltage Detected simultaneously at Idle Validation Switch

362

Fuel Pump Control Module

363

Fuel Pump Control Module

432

Voltage Detected at Idle Valid. Switch

517

Fuel Metering Solenoid

185

Engine Control Module

252

1117 Power Supply

426

SAE J1939 Data Link

253

341

Engine Control Module

285

SAE J1939 Data Link

346

Engine Control Module

286

SAE J1939 Data Link

342

Engine Control Module

427

SAE J1939 Data Link

375

Fuel Pump Control Module

444

OEM Sensor Supply Voltage

368

Fuel Pump Control Module

227

Sensor Supply Voltage

111

ECM Fault

385

OEM Sensor Supply Voltage

343

ECM Fault

386

Sensor Supply Voltage #1

351

Controller #1

187

Sensor Supply Voltage

352

Volt Supply Below Normal

184

Engine Control Module

366

Fuel Pump Control Module

373

Fuel Pump Control Module

365

Fuel Pump Control Module

377

Fuel Pump Control Module

364

Fuel Pump Control Module

372

Fuel Pump Control Module

374

Fuel Pump Control Module

376

Fuel Pump Control Module

233

250

251

254

411

412

2359 System Diagnostic Code #1

2273 System Diagnostic Code #5

2274 System Diagnostic Code #5

2961 System Diagnostic Code #4

MID 128 - Engine

221

2962 System Diagnostic Code #4

441

2375 System Diagnostic Code #4

2376 System Diagnostic Code #4

293

Auxiliary Temperature Sensor Input #1

294

Auxiliary Temperature Sensor Input #1

2197 OEM Temperature

7 61

MID 128 - Detroit Diesel

MID 128 - Detroit Diesel Detroit Diesel (Continued) Detroit Diesel

PID/ FMI Fault Fault SID Code Description

Injector #16 Response Time Short

Dual Fuel BOI Input Voltage High

Dual Fuel BOI Input Voltage Low

Too Many SRS (missing TRS)

Too Few SRS (missing SRS)

Injector #1 Response Time Long

Injector #1 Response Time Short

Injector #2 Response Time Long

Injector #2 Response Time Short

Injector #3 Response Time Long

Aux. Engine Shutdown #1 Input Active

Injector #3 Response Time Short

Aux. Output #1 Short to Battery (+)

Injector #4 Response Time Long

Aux. Output #1 Open Circuit

Injector #4 Response Time Short

Aux. Output #1 Not Responding

Injector #5 Response Time Long

Aux. Output #2 Short to Battery (+)

Injector #5 Response Time Short

Aux. Output #2 Open Circuit

Injector #6 Response Time Long

Aux. Output #2 Not Responding

Injector #6 Response Time Short

Injector #17 Response Time Long

Injector #7 Response Time Long

Injector #17 Response Time Short

Injector #7 Response Time Short

Injector #18 Response Time Long

Injector #8 Response Time Long

Injector #18 Response Time Short

Injector #8 Response Time Short

Injector #19 Response Time Long

Injector #9 Response Time Long

Injector #19 Response Time Short

Injector #9 Response Time Short

Injector #20 Response Time Long

Injector #10 Response Time Long

Injector #20 Response Time Short

Injector #10 Response Time Short

Injector #11 Response Time Long

Throttle Valve Position Above Normal Range

Injector #11 Response Time Short

Throttle Valve Position Below Normal Range

Injector #12 Response Time Long

Throttle Valve Input Voltage High

Injector #12 Response Time Short

Aux. Output #3 Open Circuit

Injector #13 Response Time Long

Throttle Valve Input Voltage Low

Injector #13 Response Time Short

Aux. Output #3 Short to Ground

Injector #14 Response Time Long

Throttle Valve Position Not Responding

Injector #14 Response Time Short

Intercooler Temp. High

Injector #15 Response Time Long

Intercooler Sensor Input Voltage High

Injector #15 Response Time Short

Aux. Output #4 Open Circuit

Injector #16 Response Time Long

Intercooler Sensor Input Voltage Low

8 62

MID 128 - Detroit Diesel

Detroit Diesel (Continued)

PID/ FMI Fault Fault SID Code Description

Aux. Output #4 Short to Ground

Aux. Output #5 Short to Battery (+)

Aux. Output #5 Open Circuit

Aux. Output #5 Not Responding

Aux. Output #6 Short to Battery (+)

Aux. Output #6 Open Circuit

Aux. Output #6 Not Responding

Aux. Output #7 Short to Battery (+)

Aux. Output #7 Open Circuit

Pump Pressure Sensor Input Voltage High

Pump Pressure Sensor Input Voltage Low

Injector #23 Response Time Long

Injector #23 Response Time Short

Injector #24 Response Time Long

Injector #24 Response Time Short

Engine Knock Sensor Above Normal Range

Aux. Output #7 Not Responding

Engine Knock Sensor Input Voltage High

Aux. Output #8 Short to Battery (+)

Engine Knock Sensor Input Voltage Low

Aux. Output #8 Open Circuit

Engine Knock Sensor Torque Reduction

Aux. Output #8 Not Responding

PWM Driver #1 Short to Battery

Gas Valve Position Above Normal Ranger

PWM Driver #1 Open Circuit

Gas Valve Position Below Normal Ranger

PWM Driver #2 Short to Battery

Gas Valve Position Input Voltage High

PWM Driver #2 Open Circuit

Gas Valve Position Input Voltage Low

PWM Driver #3 Short to Battery

Vehicle Over speed (fueled)

PWM Driver #3 Open Circuit

Vehicle Over speed (Absolute)

PWM Driver #4 Short to Battery

Vehicle Speed Sensor Failure

PWM Driver #4 Open Circuit

Aux. Engine Shutdown #2 Input Active

Throttle Position Sensor Input Voltage High

Optimized Idle Safety Loop Short to Ground

Throttle Position Sensor Input Voltage Low

Injector #21 Response Time Long

Torque Overload

Injector #21 Response Time Short

Fuel Pressure High

Bypass Position Sensor Input Voltage High

Fuel Pressure Low

Fuel Pressure Sensor Input Voltage High

Bypass Position Sensor Input Voltage Low

Fuel Pressure Sensor Input Voltage Low

Injector #22 Response Time Long

Oil Level High

Injector #22 Response Time Short

Oil Level Low

External Pump Pressure High

Oil Level Sensor Input Voltage High

Oil Level Sensor Input Voltage Low

MID 128 - Engine

9 63

MID 128 - Detroit Diesel

Detroit Diesel (Continued)

Detroit Diesel (Continued) PID/ FMI Fault Fault SID Code Description

PID/ FMI Fault Fault SID Code Description

100

110

101

102

Oil Pressure low

Oil Pressure Input Sensor Voltage High

Oil Pressure Input Sensor Voltage Low

Crankcase Pressure High

Crankcase Pressure Low

Crankcase Pressure Sensor Input Voltage High

Crankcase Pressure Sensor Input Voltage Low

Turbo Boost Pressure High

Turbo Boost Pressure Sensor Input Voltage High

Turbo Boost Pressure Sensor Input Voltage Low

103

Turbo Speed Sensor Input Failure

105

Intake Air Temp. High

Intake Air Temp. Sensor Input Voltage High

Intake Air Temp. Sensor Input Voltage Low

Air Inlet Pressure High

Air Inlet Pressure Low

Air Inlet Pressure Sensor Input Voltage High

106

108

109

110

Air Inlet Pressure Sensor Input Voltage Low

Baro. Pressure Sensor Input Voltage High

Baro. Pressure Sensor Input Voltage Low

Coolant Pressure Low

Coolant Pressure Sensor Input Voltage High

Coolant Pressure Sensor Input Voltage Low

Coolant Temp. High

Coolant Temp. Low

Coolant Temp. Sensor Input Voltage High

Coolant Temp. Sensor Input Voltage Low

Coolant Level Sensor Input Voltage High

Coolant Level Sensor Input Voltage Low

121

Engine Over speed with Engine Brakes

151

System Diagnostic Code #1 (ESS)

168

ECM Battery Voltage High

ECM Battery Voltage Low

Air Temp. Sensor Input Voltage High

Exhaust Temperature High

Exhaust Temp. Pressure Sensor Input Voltage High

Exhaust Temp. Pressure Sensor Input Voltage Low

Fuel Temp. Sensor Input Voltage High

Fuel Temp. Sensor Input Voltage Low

Oil Temp. High

Oil Temp. Sensor Input Voltage High

Oil Temp. Sensor Input Voltage Low

VSG Sensor Input Voltage High

4, 7 11

VSG Sensor Input Voltage Low

190

Engine Over speed

226

Transmission Neutral Switch (ESS)

227

Aux. Analog Input #1 Data Erratic (ESS)

Aux. Analog Input #1 Voltage High (ESS)

Aux. Analog Input #1 Voltage Low (ESS)

TPS Idle Validation Switch Open Circuit

TPS Idle Validation Switch Short to Ground

SEL Short to Battery +

SEL Open Circuit

111

172

173

174

175

187

230

238

10 64

MID 128 - Detroit Diesel

Detroit Diesel (Continued) PID/ FMI Fault Fault SID Code Description 248

Proprietary Data Fault (master)

Proprietary Data Fault (slave)

249

J1922 Data Link Fault

250

J1587 Data Link Fault

251

Clock Module Abnormal Rate

Clock Module Fault

Non Volatile Memory Data Incorrect

Non Volatile Memory Fault

Incompatible Calibration Version

External Failed RAM

Internal Failed RAM

Entered Boot Via Switches

ECM A/D Conversion Fail

CEL Short to Battery +

CEL Open Circuit

No Active Codes

253

254

289

MID 128 - Engine

11 65

MID 128 - International

MID 128 - International International (Continued) International

PID/ FMI Fault Fault SID Code Description

425

Cylinder 5: High Side to Low Side Open

575

Cylinder Balance limit exceeded

111

No Errors Detected - Fault code only

431

Cylinder 1: High Side Shorted to Low Side

455

Cylinder 5: High Side Shorted to Ground or VBAT

421

Cylinder 1: High Side to Low Side Open

465

571

Cylinder Balance limit exceeded

Cylinder 5: Cylinder Contribution Test Failed

451

Cylinder 1: High Side Shorted to Ground or VBAT

436

Cylinder 6: High Side Shorted to Low Side

461

Cylinder 1: Cylinder Contribution Test Failed

426

Cylinder 6: High Side to Low Side Open

576

Cylinder Balance limit exceeded

432

Cylinder 2: High Side Shorted to Low Side

456

Cylinder 6: High Side Shorted to Ground or VBAT

422

Cylinder 2: High Side to Low Side Open

466

572

Cylinder Balance limit exceeded

Cylinder 6: Cylinder Contribution Test Failed

452

Cylinder 2: High Side Shorted to Ground or VBAT

437

Cylinder 7: High Side Shorted to Low Side

462

Cylinder 2: Cylinder Contribution Test Failed

427

Cylinder 7: High Side to Low Side Open

577

Cylinder Balance limit exceeded

433

Cylinder 3: High Side Shorted to Low Side

457

Cylinder 7: High Side Shorted to Ground or VBAT

423

Cylinder 3: High Side to Low Side Open

467

573

Cylinder Balance limit exceeded

Cylinder 7: Cylinder Contribution Test Failed

453

Cylinder 3: High Side Shorted to Ground or VBAT

438

Cylinder 8: High Side Shorted to Low Side

463

Cylinder 3: Cylinder Contribution Test Failed

428

Cylinder 8: High Side to Low Side Open

578

Cylinder Balance limit exceeded

434

Cylinder 4: High Side Shorted to Low Side

458

Cylinder 8: High Side Shorted to Ground or VBAT

424

Cylinder 4: High Side to Low Side Open

468

574

Cylinder Balance limit exceeded

Cylinder 8: Cylinder Contribution Test Failed

454

Cylinder 4: High Side Shorted to Ground or VBAT

143

Incorrect number of CMP signal transitions per cam revolution

464

Cylinder 4: Cylinder Contribution Test Failed

612* Incorrect ECM installed for CMP timing wheel

435

Cylinder 5: High Side Shorted to Low Side

144

CMP Signal Noise Detected

* - Indicates WARN ENGINE LAMP on when fault is set.

* - Indicates WARN ENGINE LAMP on when fault is set. 12 66

MID 128 - International

International (Continued)

International (Continued) PID/ FMI Fault Fault SID Code Description

145* CMP Signal Inactive While ICP has increased

552

IDM incorrect CMPO signal signature

554

IDM Incorrect CKPO signal signature

553

IDM CKPO signal inactive

551

IDM/CMPO signal inactive

367* Incorrect position signal when EGR Valve is expected closed

345

Faults detected during VGT portion of the AMS Test

346

Faults detected during EGR portion of the AMS Test

164* Exhaust Gas Recirculation Valve Position Signal out of range high

163* Exhaust Gas Recirculation Valve Position Signal out of range low

353

Variable Geometry Turbo control over duty cycle

354

Variable Geometry Turbo control under duty cycle

342

Exhaust Back Pressure Signal Out of Range High

341

Exhaust Back Pressure Signal Out of Range Low

344

Exhaust Back Pressure Above spec. when engine off or being cranked

245

Exhaust Pressure Regulator OCC Self Test Failed

252

Glow Plug Lamp OCC Self Test Fault

251

Glow Plug Control OCC Self Test Fault

267

Engine Crank Inhibit OCC self test failed

241

Injection Control Pressure Regulator OCC Self Test Failed

262

Change Oil Lamp OCC Fault

256

Radiator Shutter Enable OCC Fault

246

Engine Fan-OCC Self Test Fault

265

Vehicle Retarder Relay OCC Fault

146

CKP signal inactive

147

Incorrect CKP signal signature

366* EGR valve operating outside of the expected range

324

Idle Shutdown Timer Enabled Engine Shutdown

361

226

Hydraulic Pressure Sensor Signal Out of Range HIGH

365* EFR Valve Position above/below desired level

216

Hydraulic Pressure Signal Out of Range LOW

264

Exhaust Gas Recirculation OCC self test failed

336

Hydraulic Pressure unable to achieve commanded set point

214

Remote Throttle Signal Out of Range HIGH

142

Vehicle Speed Signal Out of Range HIGH

141

Vehicle Speed Signal Out of Range LOW

213

Remote Throttle Signal Out of Range LOW

215

Vehicle Speed Signal Frequency Out of Range HIGH

343

Excessive Exhaust Back Pressure (gauge)

133* Accelerator Pedal Position Signal In Range Fault *M*

351

Change in exhaust back pressure did not occur when expected

132* Accelerator Pedal Position Signal Out of Range HIGH

352

Exhaust Back Pressure unable to achieve commanded setpoint

VGT control input (MAP/EBP) above/ below desired level

* - Indicates WARN ENGINE LAMP on when fault is set.

13 67

MID 128 - Engine

PID/ FMI Fault Fault SID Code Description

MID 128 - International

International (Continued)

International (Continued) PID/ FMI Fault Fault SID Code Description

PID/ FMI Fault Fault SID Code Description

100

131* Accelerator Pedal Position Signal Out of Range LOW

110

325

Power Reduced, Matched to Cooling System Performance

134* Accelerator Pedal Position and Idle Validation Switch Disagree

111

323

Engine Coolant Level Below Warning/ Critical Level

225

Engine Oil Pressure Sensor Signal InRange Fault

236

ECL Switch Circuit Fault

513* Low Side to Bank 1 Open

313

Engine Oil Pressure Below Warning Level

515* Bank 1 Low Side Short to Ground or B+

212* Engine Oil Pressure Signal Out of Range HIGH

514* Low Side to Bank 2 Open

521* Bank 2 Low Side Short to Ground or B+

155

543* EMCM/IDM communications fault

164

331* Injection Control Pressure Above System Working Range

335

125* Injection Control Pressure Signal Out of Range HIGH

124 *

Injection Control Pressure Signal Out of Range LOW ICP Unable to achieve setpoint in time (poor performance)

151

152

211* Engine Oil Pressure Signal Out of Range LOW

314

123* Intake Manifold Absolute Pressure In Range Fault

121* Intake Manifold Absolute Pressure Signal Out of Range HIGH

122* Intake Manifold Absolute Pressure Signal Out of Range LOW

103

355

Variable Geometry Turbo overspeed

105

162

Manifold Air Temperature Signal out of range high

334

161

Manifold Air Temperature Signal out of range low

333* Injection Control Pressure Above/Below Desired Level

151

Barometric Pressure Signal Out of Range HIGH

332* Injection Control Pressure Above Spec. With Engine Off

152

Barometric Pressure Signal Out of Range LOW

112

Electrical System B+ Voltage Out of Range HIGH

321

Engine Coolant Temperature Above Warning Level

113

Electrical System B+ Voltage Out of Range LOW

316

Engine Coolant Temperature unable to reach commanded set point

155

Air Inlet Temperature Signal Out of Range HIGH

115* Engine Coolant Temperature Signal Out of Range HIGH

154

Air Inlet Temperature Signal Out of Range LOW

114* Engine Coolant Temperature Signal Out of Range LOW

312* Engine Oil Temperature Signal Out of Range High

322

311* Engine Oil Temperature Signal Out of Range Low

102

108

110

Engine Oil Pressure Below Critical Level

168

171

175

Engine Coolant Temperature Above Critical Level

ICP Unable to build pressure during cranking

* - Indicates WARN ENGINE LAMP on when fault is set.

14 68

MID 128 - International

International (Continued) PID/ FMI Fault Fault SID Code Description 0

315* Engine Speed Above Warning Level

221

533

IDM relay voltage high

534

IDM relay voltage low

230

135* Idle Validation Switch Circuit Fault

233

523

IDM VIGN voltage low

238

263

Oil Water Lamp OCC Fault

239

266

Engine Warning Lamp OCC Fault

240

631* ROM (Read Only Memory) Self Test Fault

661

RAM Programmable Parameter list corrupt

655

Programmable Parameter list level incompatible

624

Field default active

244

221

Cruise-PTO Control Switch Circuit Fault

247

222

Brake Switch Circuit Fault

248

244

Engine to Transmission Data Line OCC Self Test Failed

250

231

ATA Data Communication Link Error

252

613* ECM/IDM software not compatible

614* EFRC/EECM ING configuration mismatch

665

622* Engine using Field Default Rating

621* Engine using Mfg. Default Rating Program Engine

623* Invalid Engine Rating Code; Check ECM programming

664

525* Injector Driver Circuit Fault

626

Unexpected reset fault

632

RAM Memory-CPU Self Test Fault

253

254

MID 128 - Engine

190

Programmable Parameter memory content corrupt

Calibration level incompatible

* - Indicates WARN ENGINE LAMP on when fault is set.

15 69

MID 128 - Mack

MID 128 - Mack Mack PID/ FMI SID

Fault Fault Code Description

4, 3, 2, 8

8-1

Electronic Unit Pump (EUP) #1

4, 3, 2, 8

8-2

Electronic Unit Pump (EUP) #2

4, 3, 2, 8

8-3

Electronic Unit Pump (EUP) #3

4, 3, 2, 8

8-4

Electronic Unit Pump (EUP) #4

4, 3, 2, 8

8-5

Electronic Unit Pump (EUP) #5

4, 3, 2, 8

8-6

Electronic Unit Pump (EUP) #6

2, 8

3-4

Engine Position Sensor

2, 8

3-2

Engine Speed Sensor

5, 4, 3, 2, 8 4-2

Fan Clutch Output

4, 3

5-7

Engine Oil Level

100

4, 3

1-1

Oil Pressure Sensor

102

4, 3

2-2

Boost Pressure Sensor

105

4, 3

2-3

Intake Air Temperature Sensor

110

4, 3, 5, 10

2-1

Engine Coolant Temperature Sensor

111

1-7

Coolant Level

151

4, 3

8-9

Solenoid Boost Voltage

158

7-6

Switched Voltage

171

4, 3, 5

1-4

Ambient Air Temperature Sensor

174

4, 3, 5

1-3

Fuel Temperature Sensor

175

4, 3, 5

2-7

Engine Oil Temperature Sensor

190

N/A

Engine Speed Sensor

3-3

Redundant Engine Speed

231

6-4

J1939 Link

233

6-6

Fuel Control Module

250

6-3

J1708/J1587 Link

254

6-5

All Communications Lost Engine Shutdown

16 70

MID 130 - Eaton AC-AS1

MID 130 - Eaton AC-AS1 Eaton AC-AS1 (Continued) Eaton AC-AS1 PID/ FMI SID 18

Fault Fault Code Description

237

3, 4

Start Enable Relay Coil

248

Eaton Proprietary Data Link (EPL)

2, 4, 5 & 12 14

Shift Lever

Shift Lever Missing

CAN_HI or LO shorted

251

Low Motor Voltage

Framing Error

254

ECU (Controller #1)

Reverse Ball Switch

3, 4 & 5

Range Solenoid Coil

4&5

Splitter LO Solenoid Coil

5&6

Rail Select Motor

5&6

Gear Select Motor

3, 4 & 5

Inertia Brake Soleniod Coil

Failed to Engage Starting Gear

Range Failed to Engage

Failed to Engage Gear

Gear Select Sensor

Failed to Select a Rail

Rail Select Sensor

Stuck Engaged

Splitter Failed to Engage

3, 4, & 5

Engine Brake Relay Coil

160

Mainshaft Speed Sensor

161

Input Speed Sensor

168

Battery/SystemVoltage

191

Output Shaft Speed Sensor

231

J1939 Data Link

Loss of J1939 Communication from the Engine

No Incoming traffic

Bus off for at least 5 seconds

Bus off for 200 mSeconds

233

Transmission ECU (Controller #2)

236

4&5

Power Connect Relay Coil

MID 130 - Transmission

PID/ FMI SID

17 71

MID 130 - Eaton AS2-ASX

MID 130 - Eaton AS2-ASX Eaton AS2-ASX (Continued) Eaton AS2-ASX PID/ FMI SID 18

Fault Fault Code Description

2, 4, 5 & 12 14

Shift Lever

Shift Lever Missing

Reverse Ball Switch

3, 4 & 5

Range Solenoid Coil

4&5

Splitter LO Solenoid Coil

5&6

Rail Select Motor

5&6

Gear Select Motor

3, 4 & 5

Inertia Brake Soleniod Coil

Failed to Synchronize

Range Failed to Engage

Failed to Engage Gear

Gear Select Sensor

Failed to Select a Rail

Rail Select Sensor

Stuck Engaged

Splitter Failed to Engage

Switched System Voltage

160

Mainshaft Speed Sensor

161

Input Speed Sensor

168

Battery/System Voltage

Weak System battery Voltage

191

Output Shaft Speed Sensor

231

J1939 Data Link

Loss of J1939 Communication from the Engine

233

Transmission ECU (Controller #2)

237

3, 4

Start Enable Relay Coil

248

Eaton Proprietary Data Link (EPL)

251

Low Logic Voltage

254

ECU (Controller #1)

18 72

PID/ FMI SID

Fault Fault Code Description

System OK

MID 130 - Eaton ASW

MID 130 - Eaton ASW Eaton ASW (Continued) Eaton ASW PID/ FMI SID 18

Fault Fault Code Description Shift Lever

Shift Lever Missing

Reverse Ball Switch

3, 4 & 5

Range Solenoid Coil

4&5

Splitter LO Solenoid Coil

5&6

Rail Select Motor

5&6

Gear Select Motor

3, 4, 5 & 7

Clutch System Fault

3, 4 & 5

Inertia Brake Soleniod Coil

Failed to Synchronize

Range Failed to Engage

Failed to Engage Gear

Gear Select Sensor

Failed to Select a Rail

Rail Select Sensor

Stuck Engaged

Splitter Failed to Engage

Switched System Voltage

160

Mainshaft Speed Sensor

161

Input Speed Sensor

168

Battery/System Voltage

Weak System battery Voltage

191

Output Shaft Speed Sensor

231

J1939 Data Link

Loss of J1939 Communication from the Engine

233

Transmission ECU (Controller #2)

237

3, 4

Start Enable Relay Coil

248

Eaton Proprietary Data Link (EPL)

251

Low Logic Voltage

Fault Fault Code Description

254

ECU (Controller #1)

System OK

MID 130 - Transmission

2, 4, 5 & 12 14

PID/ FMI SID

19 73

MID 130 - Eaton CEEMAT

MID 130 - Eaton CEEMAT Eaton CEEMAT (Continued) Eaton CEEMAT PID/ FMI SID 18

Fault Fault Code Description

190

Engine Speed Sensor

Shift Lever

249

J1922 Data Link

Multiple Non-Adjacent Sensor

254

ECU (Controller #1)

Invalid Shift Lever at Start

Shift Lever Missing

3, 4 & 5

Range Solenoid Coil

3, 4 & 5

Autoshifter Solenoid 1 Coil

3, 4 & 5

Autoshifter Solenoid 3 Coil

3, 4 & 5

Interrupt Solenoid Coil

3, 4 & 5

Lockup Solenoid Coil

4&5

HI Range Sensor

4&5

LO Range Sensor

4&5

Neutral Sensor

4&5

Gear Engaged Sensor

4&5

Center Rail Sensor

3, 4 & 5

Autoshifter Solenoid 2 Coil

2&7

Throttle Position Sensor

3, 4 & 5

Autoshifter Solenoid 4 Coil

3, 4 & 5

De-Fuel Solenoid Coil

Disc/Inertia Brake Solenoid Coil

3, 4 & 5

Band/Engine Boost Solenoid Coil

Failed to Synchronize

Range Failed to Engage

Shift Lever Data Link

Failed to Engage Gear

Failed to Select a Rail

Stuck Engaged

3, 4, & 5

Engine Brake Relay Coil

127

Hydraulic System Fault

160

Output shaft Speed Sensor

161

Input Speed Sensor

168

Battery/SystemVoltage

Fault Fault Code Description

2, 4, 5 & 12 14

PID/ FMI SID

20 74

MID 130 - Eaton CEMT

MID 130 - Eaton CEMT Eaton CEMT PID/ FMI SID

Fault Fault Code Description

3, 4 & 5

Bypass/Lockup Solenoid Coil

3, 4 & 5

Inertia Brake Soleniod Coil

160

Output Shaft Speed Sensor

161

Input Shaft Speed Sensor

168

System Voltage

190

Engine Speed Sensor

254

Power Relay Coil

MID 130 - Transmission 21 75

MID 130 - Eaton DM2

MID 130 - Eaton DM2 Eaton DM2 (Continued) Eaton DM2 PID/ FMI SID 18

Fault Fault Code Description

PID/ FMI SID

Fault Fault Code Description

248

Eaton Proprietary Data Link (EPL)

2, 4, 5 & 12 14

Shift Lever

Shift Lever Missing

251

Low Logic Voltage

Reverse Ball Switch

254

ECU (Controller #1)

3, 4 & 5

Range Solenoid Coil

System OK

4&5

Splitter LO Solenoid Coil

5&6

Rail Select Motor

5&6

Gear Select Motor

3, 4 & 5

Inertia Brake Soleniod Coil

Failed to Synchronize

Clutch Disengagement

Clutch Slip

Range Failed to Engage

Failed to Engage Gear

Gear Select Sensor

Failed to Select a Rail

Rail Select Sensor

Stuck Engaged

Splitter Failed to Engage

Switched System Voltage

160

Mainshaft Speed Sensor

161

Input Speed Sensor

168

Battery/System Voltage

Weak System battery Voltage

191

Output Shaft Speed Sensor

218

3, 4 & 5

Ignition Interrupt Relay Coil

231

J1939 Data Link

Loss of J1939 Communication from the Engine

233

Transmission ECU (Controller #2)

237

3, 4

Start Enable Relay Coil

22 76

MID 130 - Eaton Lightning

MID 130 - Transmission

MID 130 - Eaton Lightning Eaton Lightning PID/ FMI SID

Fault Fault Code Description

Engine/Transmission Missed Synchronization

2, 4 & 5

High Ranger Shift Solenoid

2, 4 & 5

Low Range Shift Solenoid

2, 4 & 5

Splitter Shift Solenoid

Splitter or Ranger Stuck in Gear

Shift Lever Position

Splitter or Ranger Stuck in Gear

Transmission Missed Synchronization

Unconfirmed Torque Path

158

3, 4

Battery/System Voltage

168

3, 4

Battery/System Voltage

191

Output Speed Sensor

231

J1939 Data Link

254

ECU (Controller #1)

No Fault Code

23 77

MID 130 - Meritor FreedomLin

MID 130 - Meritor FreedomLin Meritor FreedomLin (Continued) Meritor FreedomLin

PID/ FMI Fault Fault SID Code Description

PID/ FMI Fault Fault SID Code Description 20

106

Output ADVP Fault (wakeup control signal for ZMTEC and voltage supply doubler and voltage supply to output shaft speed sensor #1)

Pressure Reduction Valve Fault or Pressure Sensor Signal Fault

150

PTO Fault

151

Plausibility Error Between Transmission Input Speed and Output Speed

ECU Temperature Too High or ECU Temperature Sensor Fault

152

Main Solenoid (Y1) Fault

Range Position Sensor Fault

153

Error ISO 14230 Communication Line

Splitter Position Sensor Self Fault

154

Error on Both Output Shaft Speed Sensors

Clutch Actuator Fault

161

Input Shaft Speed Sensor Fault

Clutch Actuator Solenoid Fault

177

Oil Temperature Sensor Fault

High Range Solenoid (Y9) Fault

191

Low Range Solenoid (Y8) Fault

Output Shaft Speed Sensor #1 (the lower one) Fault

Splitter Direct Solenoid (Y2) Fault

230

Permanent Idle Signal

Splitter Indirect Solenoid (Y3) Fault

231

SAE J-1939 Bus Fault

Rail Select #1 Solenoid (Y4) Fault

248

Gear Engage #1 Solenoid (Y6) Fault

Output SD to Display Fault. The Display will Read "EE"

Error on "Ignition Lock" Signal (terminal 15)

251

Voltage Supply Fault

253

EOL EEPROM Fault

254

Cut-off Relay in ECU Does Not Switch Off

Gear Engage Position Sensor Fault

Rail Select #2 Solenoid (Y5) Fault

Gear Engage #2 Solenoid (Y7) Fault

Inertia Brake Solenoid (Y1) Fault

Clutch Engage/Disengage Fault

Range Shift Engagement/Disengage Fault

Shift Lever Fault or Private CAN Fault

Main Transmission Engagement/Disengage Fault

Rail Select Cylinder Engagement/Disengage Fault

Rail Select Position Sensor Fault

Splitter Cylinder Engagement Disengage Fault

Error on Output Speed Signal 2

24 78

MID 130 - Meritor SureShift

MID 130 - Meritor SureShift Meritor SureShift PID/ FMI Fault Fault SID Code Description -

Transmission Range Position Sensor

High Ranger Solenoid

Low Ranger Solenoid

X-Y Rail Select Solenoid #1

X-Y Engage Fork Solenoid #1

X-Y Engage Fork Position Sensor

X-Y Rail Select Solenoid #2

X-Y Engage Fork Solenoid #2

Auxiliary Section Mechanical System

Shift Lever Assembly Communication

Main Box Shift Engagement System

Main Box Shift Selection System

X-Y Rail Select Position Sensor

151

Speed Sensor Plausibility

152

Shift Lever Box Supply Output

153

Limp Home Disable Output

154

Limp Home System/function

161

Main Countershaft Speed Sensor

191

Transmission Output Shaft Speed Sensor

194

No Codes

227

Oil Temperature Out of Limits or Sensor

231

SAE J-1939 Data Link

238

Diagnostic Lamp

251

Power Supply

252

Transmission Calibration Routine

253

Transmission Calibration Memory

254

Transmission Controller

MID 130 - Transmission

25 79

MID 136 - Bendix Tractor ABS

MID 136 - Bendix Tractor ABS Bendix Tractor ABS (Continued) Bendix Tractor ABS PID/ FMI Fault SID Code

Fault Description

PID/ FMI Fault SID Code

Fault Description

5-8

Right Rear Sensor Configuration Error

5-2

Right Rear Air Gap too Lager or Sensor Shorted

2-1

Left Steer Air Gap too Large

2-8

Left Steer Sensor Configuration Error

2-2

Left Steer Air Gap too Lager or Sensor Shorted

5-4

Right Rear Wheel Lock Excessive During ABS Cycle

2-4

Left Steer Wheel Lock Excessive During ABS Cycle

5-5

Right Rear Excessive Rate of Wheel Decel or Sensor Shorted

2-5

Left Steer Excessive Rate of Wheel Decel or Sensor Shorted

5-3

Right Rear Sensor Signal is Noisy

5-6

Right Rear Sensor Shorted or Open

5-7

Right Rear Internal Sensor Port Error

6-1

Left Rear Rear Air Gap too Large

6-8

Left Rear Rear Sensor Configuration Error

6-2

Left Rear Rear Air Gap too Lager or Sensor Shorted

2-3

Left Steer Sensor Signal is Noisy

2-6

Left Steer Sensor Shorted or Open

2-7

Left Steer Internal Sensor Port Error

3-1

Right Steer Air Gap too Large

3-8

Right Steer Sensor Configuration Error

3-2

Right Steer Air Gap too Lager or Sensor Shorted

6-4

Left Rear Rear Wheel Lock Excessive During ABS Cycle

3-4

Right Steer Wheel Lock Excessive During ABS Cycle

6-5

Left Rear Rear Excessive Rate of Wheel Decel or Sensor Shorted

3-5

Right Steer Excessive Rate of Wheel Decel or Sensor Shorted

6-3

Left Rear Rear Sensor Signal is Noisy

3-3

Right Steer Sensor Signal is Noisy

6-6

Left Rear Rear Sensor Shorted or Open

3-6

Right Steer Sensor Shorted or Open

6-7

Left Rear Rear Internal Sensor Port Error

3-7

Right Steer Internal Sensor Port Error

7-1

Right Rear Rear Air Gap too Large

4-1

Left Rear Air Gap too Large

7-8

4-8

Left Rear Sensor Configuration Error

Right Rear Rear Sensor Configuration Error

4-2

Left Rear Air Gap too Lager or Sensor Shorted

7-2

Right Rear Rear Air Gap too Lager or Sensor Shorted

4-4

Left Rear Wheel Lock Excessive During ABS Cycle

7-4

Right Rear Rear Wheel Lock Excessive During ABS Cycle

4-5

Left Rear Excessive Rate of Wheel Decel or Sensor Shorted

7-5

Right Rear Rear Excessive Rate of Wheel Decel or Sensor Shorted

4-3

Left Rear Sensor Signal is Noisy

7-3

Right Rear Rear Sensor Signal is Noisy

4-6

Left Rear Sensor Shorted or Open

7-6

4-7

Left Rear Internal Sensor Port Error

Right Rear Rear Sensor Shorted or Open

5-1

Right Rear Air Gap too Large

7-7

Right Rear Rear Internal Sensor Port Error

26 80

MID 136 - Bendix Tractor ABS

MID 136 - Brakes (ABS)

Bendix Tractor ABS (Continued)

PID/ FMI Fault SID Code

Fault Description

PID/ FMI Fault SID Code

Fault Description

10-4

Left Rear Open Circuit on Common Wire

10-7

Left Rear Open Circuit on Hold Wire

11-8

Right Rear Valve Configuration Error

11-1

Right Rear Short to Voltage on Release Solenoid Wire

11-5

Right Rear Short to Voltage or Open Circuit on Hold Solenoid Wire

11-2

Right Rear Short to Ground on Release Solenoid Wire

11-6

Right Rear Short to Ground on Hold Solenoid Wire

11-3

Right Rear Open Circuit on Release Solenoid Wire

8-1

Left Steer Short to Voltage on Release Solenoid Wire

8-8

Left Steer Valve Configuration Error

8-2

Left Steer Short to Ground on Release Solenoid Wire

8-4

Left Steer Open Circuit on Common Wire

8-5

Left Steer Short to Voltage or Open Circuit on Hold Solenoid Wire

8-3

Left Steer Open Circuit on Release Solenoid Wire

8-6

Left Steer Short to Ground on Hold Solenoid Wire

8-7

Left Steer Open Circuit on Hold Wire

9-8

Right Steer Valve Configuration Error

11-4

9-1

Right Steer Short to Voltage on Release Solenoid Wire

Right Rear Open Circuit on Common Wire

11-7

Right Rear Open Circuit on Hold Wire

12-8

Left Rear Rear Valve Config. Error

12-1

Left Rear Rear Short to Voltage on Release Solenoid Wire

12-5

Left Rear Rear Short to Voltage or Open Circuit on Hold Solenoid Wire

12-2

Left Rear Rear Short to Ground on Release Solenoid Wire

12-6

Left Rear Rear Short to Ground on Hold Solenoid Wire

12-3

Left Rear Rear Open Circuit on Release Solenoid Wire

9-5

Right Steer Short to Voltage or Open Circuit on Hold Solenoid Wire

9-2

Right Steer Short to Ground on Release Solenoid Wire

9-6

Right Steer Short to Ground on Hold Solenoid Wire

9-3

Right Steer Open Circuit on Release Solenoid Wire

9-4

Right Steer Open Circuit on Common Wire

9-7

Right Steer Open Circuit on Hold Wire

10-8

Left Rear Valve Configuration Error

12-4

10-1

Left Rear Short to Voltage on Release Solenoid Wire

Left Rear Rear Open Circuit on Common Wire

12-7

Left Rear Rear Open Circuit on Hold Wire

13-8

Right Rear Rear Valve Config. Error

13-1

Right Rear Rear Short to Voltage on Release Solenoid Wire

13-5

Right Rear Rear Short to Voltage or Open Circuit on Hold Solenoid Wire

13-2

Right Rear Rear Short to Ground on Release Solenoid Wire

10-5 4

Left Rear Short to Voltage or Open Circuit on Hold Solenoid Wire

10-2

Left Rear Short to Ground on Release Solenoid Wire

10-6

Left Rear Short to Ground on Hold Solenoid Wire

10-3

Left Rear Open Circuit on Release Solenoid Wire

27 81

MID 136 - Bendix Tractor ABS

Bendix Tractor ABS (Continued)

Bendix Tractor ABS (Continued) PID/ FMI Fault SID Code

Fault Description

PID/ FMI Fault SID Code

251

13-6

Right Rear Rear Short to Ground on Hold Solenoid Wire

13-3

Right Rear Rear Open Circuit on Release Solenoid Wire

13-4

Right Rear Rear Open Circuit on Common Wire

13-7

Right Rear Rear Open Circuit on Hold Wire

17-1

Retarder Relay Short to Voltage or Open Circuit

17-2

Retarder Relay Short to Ground

10-9

Common Side of Valves - Stray Voltage Detected

16-11 High Differential Voltage Between Diagonals

16-2

Low Voltage on Diagonal 1

16-6

Low Voltage on Diagonal 2

16-10 Low Voltage on Switched Ignition Input 4

16-1

Excessive Voltage on Diagonal 1

16-5

Excessive Voltage on Diagonal 2

16-9

High Voltage on Switched Ignition Input

16-3

No Voltage Found on Diagonal 1

16-4

No Ground Found on Diagonal 1

16-7

No Voltage Found on Diagonal 2

16-8

No Ground Found on Diagonal 2

15-2

ECU Internal Fault

15-4

ECU Internal Fault

15-3

ECU Internal Fault

15-8

ECU Internal Fault

17-5

Tire Size Front to Rear Out of Ranger

17-6

Tire Size Out of Ranger or Parameter Fault

15-5

ECU Internal Fault

15-6

ECU Internal Fault

15-7

ECU Internal Fault

15-1

ECU Internal Fault

10-10 Common Side of Valves Shorted High 11-9

Common Side of Valves - Stray Voltage Detected

253

11-10 Common Side of Valves Shorted High 4

10-11 Common Side of Valves - Shorted to Ground 11-11 Common Side of Valves - Shorted to Ground

14-8

ATC Valve Configuration error

14-5

ATC Valve Solenoid Shorted to Voltage

14-6

ATC Valve Solenoid Shorted to Ground

14-7

ATC Valve Solenoid Open Circuit

17-10 ABS Warning Light Shorted or Open (2X only)

151

254

15-10 ECU Internal Fault

Inter-axle Differential Control Circuit

15-11 ECU Internal Fault

17-12 Sensor Fault bit set. Drive Vehicle to Clear 231

249

14-12 ATC Engine Data Link Error, J1939 17-3

ATC Engine Data Link Error, J1939

17-4

ATC Engine Data Link Error, J1939

15-9

ECU Internal Fault

14-12 ATC Engine Data Link Error, J1922 17-3

ATC Engine Data Link Error, J1922

17-4

ATC Engine Data Link Error, J1922

Fault Description

28 82

1-1

System OK

17-7

Brake Switch not Pushed at the Power Cycle

17-8

ATC System Disable for Dynamometer Test

MID 136 - Eaton Tractor ABS

Eaton Tractor ABS (Continued) Eaton Tractor ABS PID/ FMI Fault SID Code

Fault Description

PID/ FMI Fault SID Code

Fault Description

5-8

Right Rear Sensor Configuration Error

5-2

Right Rear Air Gap too Lager or Sensor Shorted

2-1

Left Steer Air Gap too Large

2-8

Left Steer Sensor Configuration Error

2-2

Left Steer Air Gap too Lager or Sensor Shorted

5-4

Right Rear Wheel Lock Excessive During ABS Cycle

2-4

Left Steer Wheel Lock Excessive During ABS Cycle

5-5

Right Rear Excessive Rate of Wheel Decel or Sensor Shorted

2-5

Left Steer Excessive Rate of Wheel Decel or Sensor Shorted

5-3

Right Rear Sensor Signal is Noisy

5-6

Right Rear Sensor Shorted or Open

5-7

Right Rear Internal Sensor Port Error

6-1

Left Rear Rear Air Gap too Large

6-8

Left Rear Rear Sensor Configuration Error

6-2

Left Rear Rear Air Gap too Lager or Sensor Shorted

2-3

Left Steer Sensor Signal is Noisy

2-6

Left Steer Sensor Shorted or Open

2-7

Left Steer Internal Sensor Port Error

3-1

Right Steer Air Gap too Large

3-8

Right Steer Sensor Configuration Error

3-2

Right Steer Air Gap too Lager or Sensor Shorted

6-4

Left Rear Rear Wheel Lock Excessive During ABS Cycle

3-4

Right Steer Wheel Lock Excessive During ABS Cycle

6-5

Left Rear Rear Excessive Rate of Wheel Decel or Sensor Shorted

3-5

Right Steer Excessive Rate of Wheel Decel or Sensor Shorted

6-3

Left Rear Rear Sensor Signal is Noisy

3-3

Right Steer Sensor Signal is Noisy

6-6

Left Rear Rear Sensor Shorted or Open

3-6

Right Steer Sensor Shorted or Open

6-7

Left Rear Rear Internal Sensor Port Error

3-7

Right Steer Internal Sensor Port Error

7-1

Right Rear Rear Air Gap too Large

4-1

Left Rear Air Gap too Large

7-8

4-8

Left Rear Sensor Configuration Error

Right Rear Rear Sensor Configuration Error

4-2

Left Rear Air Gap too Lager or Sensor Shorted

7-2

Right Rear Rear Air Gap too Lager or Sensor Shorted

4-4

Left Rear Wheel Lock Excessive During ABS Cycle

7-4

Right Rear Rear Wheel Lock Excessive During ABS Cycle

4-5

Left Rear Excessive Rate of Wheel Decel or Sensor Shorted

7-5

Right Rear Rear Excessive Rate of Wheel Decel or Sensor Shorted

4-3

Left Rear Sensor Signal is Noisy

7-3

Right Rear Rear Sensor Signal is Noisy

4-6

Left Rear Sensor Shorted or Open

7-6

4-7

Left Rear Internal Sensor Port Error

Right Rear Rear Sensor Shorted or Open

5-1

Right Rear Air Gap too Large

7-7

Right Rear Rear Internal Sensor Port Error

29 83

MID 136 - Brakes (ABS)

MID 136 - Eaton Tractor ABS

Eaton Tractor ABS (Continued)

PID/ FMI Fault SID Code

Fault Description

PID/ FMI Fault SID Code

Fault Description

10-4

Left Rear Open Circuit on Common Wire

10-7

Left Rear Open Circuit on Hold Wire

11-8

Right Rear Valve Configuration Error

11-1

Right Rear Short to Voltage on Release Solenoid Wire

11-5

Right Rear Short to Voltage or Open Circuit on Hold Solenoid Wire

11-2

Right Rear Short to Ground on Release Solenoid Wire

11-6

Right Rear Short to Ground on Hold Solenoid Wire

11-3

Right Rear Open Circuit on Release Solenoid Wire

8-1

Left Steer Short to Voltage on Release Solenoid Wire

8-8

Left Steer Valve Configuration Error

8-2

Left Steer Short to Ground on Release Solenoid Wire

8-4

Left Steer Open Circuit on Common Wire

8-5

Left Steer Short to Voltage or Open Circuit on Hold Solenoid Wire

8-3

Left Steer Open Circuit on Release Solenoid Wire

8-6

Left Steer Short to Ground on Hold Solenoid Wire

8-7

Left Steer Open Circuit on Hold Wire

9-8

Right Steer Valve Configuration Error

11-4

9-1

Right Steer Short to Voltage on Release Solenoid Wire

Right Rear Open Circuit on Common Wire

11-7

Right Rear Open Circuit on Hold Wire

12-8

Left Rear Rear Valve Config. Error

12-1

Left Rear Rear Short to Voltage on Release Solenoid Wire

12-5

Left Rear Rear Short to Voltage or Open Circuit on Hold Solenoid Wire

12-2

Left Rear Rear Short to Ground on Release Solenoid Wire

12-6

Left Rear Rear Short to Ground on Hold Solenoid Wire

12-3

Left Rear Rear Open Circuit on Release Solenoid Wire

9-5

Right Steer Short to Voltage or Open Circuit on Hold Solenoid Wire

9-2

Right Steer Short to Ground on Release Solenoid Wire

9-6

Right Steer Short to Ground on Hold Solenoid Wire

9-3

Right Steer Open Circuit on Release Solenoid Wire

9-4

Right Steer Open Circuit on Common Wire

9-7

Right Steer Open Circuit on Hold Wire

10-8

Left Rear Valve Configuration Error

12-4

10-1

Left Rear Short to Voltage on Release Solenoid Wire

Left Rear Rear Open Circuit on Common Wire

12-7

Left Rear Rear Open Circuit on Hold Wire

13-8

Right Rear Rear Valve Configuration Error

13-1

Right Rear Rear Short to Voltage on Release Solenoid Wire

13-5

Right Rear Rear Short to Voltage or Open Circuit on Hold Solenoid Wire

3 4

10-5 10-2 10-6

10-3

Left Rear Short to Voltage or Open Circuit on Hold Solenoid Wire

Left Rear Short to Ground on Release Solenoid Wire Left Rear Short to Ground on Hold Solenoid Wire Left Rear Open Circuit on Release Solenoid Wire

30 84

MID 136 - Eaton Tractor ABS

Eaton Tractor ABS (Continued)

PID/ FMI Fault SID Code

Fault Description

PID/ FMI Fault SID Code

Fault Description

13-2

Right Rear Rear Short to Ground on Release Solenoid Wire

249

17-3

ATC Engine Data Link Error, J1922

17-4

ATC Engine Data Link Error, J1922

13-6

Right Rear Rear Short to Ground on Hold Solenoid Wire

13-3

Right Rear Rear Open Circuit on Release Solenoid Wire

13-4

Right Rear Rear Open Circuit on Common Wire

13-7

Right Rear Rear Open Circuit on Hold Wire

17-1

Retarder Relay Short to Voltage or Open Circuit

17-2

Retarder Relay Short to Ground

10-10 Common Side of Valves Shorted High 10-9

251

16-11 High Differential Voltage Between Diagonals

16-2

Low Voltage on Diagonal 1

16-6

Low Voltage on Diagonal 2

16-10 Low Voltage on Switched Ignition Input 4

16-1

Excessive Voltage on Diagonal 1

16-5

Excessive Voltage on Diagonal 2

16-9

High Voltage on Switched Ignition Input

16-3

No Voltage Found on Diagonal 1

16-4

No Ground Found on Diagonal 1

16-7

No Voltage Found on Diagonal 2

16-8

No Ground Found on Diagonal 2

15-2

ECU Internal Fault

15-4

ECU Internal Fault

15-3

ECU Internal Fault

15-8

ECU Internal Fault

17-5

Tire Size Front to Rear Out of Ranger

17-6

Tire Size Out of Ranger or Parameter Fault

15-5

ECU Internal Fault

15-6

ECU Internal Fault

15-7

ECU Internal Fault

15-1

ECU Internal Fault

Common Side of Valves - Stray Voltage Detected

11-10 Common Side of Valves Shorted High 11-9 4

Common Side of Valves - Stray Voltage Detected

253

10-11 Common Side of Valves - Shorted to Ground 11-11 Common Side of Valves - Shorted to Ground

14-8

ATC Valve Configuration error

14-5

ATC Valve Solenoid Shorted to Voltage

14-6

ATC Valve Solenoid Shorted to Ground

14-7

ATC Valve Solenoid Open Circuit

17-10 ABS Warning Light Shorted or Open (2X only)

151

249

15-10 ECU Internal Fault

Inter-axle Differential Control Circuit

17-12 Sensor Fault bit set. Drive Vehicle to Clear 231

254

15-11 ECU Internal Fault -

14-12 ATC Engine Data Link Error, J1939 17-3

ATC Engine Data Link Error, J1939

17-4

ATC Engine Data Link Error, J1939

15-9

ECU Internal Fault

14-12 ATC Engine Data Link Error, J1922

1-1

System OK

17-7

Brake Switch not Pushed at the Power Cycle

17-8

ATC System Disable for Dynamometer Test

31 85

MID 136 - Brakes (ABS)

Eaton Tractor ABS (Continued)

MID 136 - Wabco Pneumatic Tractor ABS

MID 136 - Wabco Pneumatic Tractor ABS Wabco Pneumatic Tractor ABS (Continued) Wabco Pneumatic Tractor ABS PID/ SID

FMI

1, 8, 10 3+2

Left Front Steer Axle - Adjust Wheel Sensor

Left Front Steer Axle - Check for Damaged Tooth Wheel

Fault Fault Code Description

6+2

PID/ SID

FMI

Fault Fault Code Description

6+3

Right Forward/Rear tandem Drive Axle - Check for Damaged Tooth Wheel

1, 8, 10 3+6

Left Rear/Rear Tandem Drive Axle - Adjust Wheel Sensor

1, 8, 10 3+2

Left Front Steer Axle - Adjust Wheel Sensor

2, 9, 11, 12

5+6

Left Rear/Rear Tandem Drive Axle - Check for Tire Size Mismatch or Tooth Wheel Difference

2, 9, 11, 12

5+2

Left Front Steer Axle - Check for Tire Size Mismatch or Tooth Wheel Difference

3, 4, 5, 6

4+6

Left Rear/Rear Tandem Drive Axle - Check Sensor Resistance

3, 4, 5, 6

4+2

Left Front Steer Axle - Check Sensor Resistance

6+6

Left Rear/Rear Tandem Drive Axle - Check for Tire Size Mismatch or Tooth Wheel Difference

1, 8, 10 3+1

Right front Steer Axle - Adjust Wheel Sensor

2, 9, 11, 12

5+1

Right front Steer Axle - Check for Tire Size Mismatch or Tooth Wheel Difference

3, 4, 5, 6

4+1

Right front Steer Axle - Check Sensor Resistance

6+1

Right front Steer Axle - Check for Damaged Tooth Wheel

1,8, 10

3+4

Left Forward/Rear Tandem Drive Axle - Adjust Wheel Sensor

2, 9, 11, 12

5+4

Left Forward/Rear Tandem Drive Axle - Check for Tire Size Mismatch or Tooth Wheel Difference

3, 4, 5, 6

4+4

1, 8, 10 3+5

Right Rear/Rear Tandem Drive Axle - Adjust Wheel Sensor

2, 9, 11, 12

5+5

Right Rear/Rear Tandem Drive Axle - Check for Tire Size Mismatch or Tooth Wheel Difference

3, 4, 5, 6

4+5

Right Rear/Rear Tandem Drive Axle - Check Sensor Resistance

6+5

Right Rear/Rear Tandem Drive Axle - Check for Tire Size Mismatch or Tooth Wheel Difference

3, 5, 6

2+2

Left Front Steer Axle - Check ABS Modulator Valve

3, 5, 6

2+1

Right front Steer Axle - Check ABS Modulator Valve

Left Forward/Rear Tandem Drive Axle - Check Sensor Resistance

3, 5, 6

2+4

Left Forward/Rear Tandem Drive Axle - Check ABS Modulator Valve

6+4

Left Forward/Rear Tandem Drive Axle - Check for Tire Size Mismatch or Tooth Wheel Difference

3, 5, 6

2+3

Right Forward/Rear tandem Drive Axle - Check ABS Modulator Valve

1, 8, 10 3+3

Right Forward/Rear tandem Drive Axle - Adjust Wheel Sensor

3, 5, 6

2+6

Left Rear/Rear Tandem Drive Axle - Check ABS Modulator Valve

2, 9, 11, 12

Right Forward/Rear tandem Drive Axle - Check for Tire Size Mismatch or Tooth Wheel Difference

3, 5, 6

2+5

Right Rear/Rear Tandem Drive Axle - Check ABS Modulator Valve

3, 5, 6

7+3

Check Retarder Connection

Right Forward/Rear tandem Drive Axle - Check Sensor Resistance

14, 15 3, 5, 6

8+5

Check all ABS Valve and/or ATC Valve Ground Connections

8+1

Check Vehicle Voltage

3, 4, 5, 6

5+3

4+3

32 86

MID 136 - Wabco Pneumatic Tractor ABS

MID 136 - Brakes (ABS)

Wabco Pneumatic Tractor ABS (Continued) PID/ SID

FMI

Fault Fault Code Description

14, 15 7

8+3

Verify Accuracy of Blink Code and Clear from ECU Memory

3, 5, 6

7+2

Check ATC Valve

3, 5, 6

7+6

Verify Accuracy of Blink Code and Clear from ECU Memory

7+4

Check ABS Indicator Lamp Connections

231

2, 5, 6, 7, 8, 9, 10

7+1

Check for Proper Data Link Connection

8+3

Exhaust Retarder May cause Instability

251

3, 14

8+3

Check Vehicle Voltage

253

2, 12

8+4

Verify all ECU Connections

254

7+1

Check for Proper Data Link Connection

2+1

Right front Steer Axle - Check ABS Modulator Valve

8+3

Internal Error

13, 14

8+6

RSC, RSA Disabled

1+1

System OK

33 87

MID 136 - Wabco Hydraulic ABS

MID 136 - Wabco Hydraulic ABS Wabco Hydraulic ABS (Continued) Wabco Hydraulic ABS PID/ FMI SID

Fault Fault Code Description

3+2

1 2

Left Front - Check for Tire Size Mismatch or Tooth Wheel Difference

2, 5

4+2

Left Front - Check Sensor Resistance

6+2

Left Front - Check for Damaged Tooth Wheel

1 2

5+2

Left Front - Adjust Wheel Sensor

3+1 5+1

Right Front - Adjust Wheel Sensor Right Front - Check for Tire Size Mismatch or Tooth Wheel Difference

PID/ FMI SID

Fault Fault Code Description

7+4

Check ABS Indicator Lamp Connections

3, 5, 6, 7

7+8

Recirculation Pump

3, 5, 6

2+2

Left Front - Solenoid Inlet Valve

3, 5, 6

2+1

Right Front - Solenoid Inlet Valve

3, 5, 6

2+4

Left Rear - Solenoid Inlet Valve

3, 5, 6

2+3

Right Rear - Solenoid Inlet Valve

3, 5, 6

2+2

Left Front - Solenoid Outlet Valve

3, 5, 6

2+1

Right Front - Solenoid Outlet Valve

3, 5, 6

2+4

Left Rear - Solenoid Outlet Valve

3, 5, 6

2+3

Right Rear - Solenoid Outlet Valve

2, 5

4+1

Right Front - Check Sensor Resistance

3, 4, 7

7+7

Recirculation Pump

6+1

Right Front - Check for Damaged Tooth Wheel

2+7

Check Ground Connection

3+4

Left Rear - Adjust Wheel Sensor

251

8+2

Check Vehicle Voltage

5+4

Left Rear - Check for Tire Size Mismatch or Tooth Wheel Difference

4, 5

8+1

Check Vehicle Voltage

253

8+4

Tire Parameter

254

8+3

Tire Parameter

1+1

System OK

2, 5

4+4

Left Rear - Check Sensor Resistance

6+4

Left Rear - Check for Tire Size Mismatch or Tooth Wheel Difference

3+3

Right Rear - Adjust Wheel Sensor

5+3

Right Rear - Check for Tire Size Mismatch or Tooth Wheel Difference

2, 5

4+3

Right Rear - Check Sensor Resistance

6+3

Right Rear - Check for Damaged Tooth Wheel

3, 5, 6

7+3

Check Retarder Connection

34 88

MID 137 - Bendix Trailer ABS

MID 137 - Bendix Trailer ABS Bendix Trailer ABS (Continued) Bendix Trailer ABS PID/ FMI Fault SID Code

Fault Description

8-1

Valve A - Short Circuit from the Release Solenoid to Voltage

8-5

Valve A - Short Circuit from the Hold Solenoid to Voltage

8-2

Valve A - Short Circuit from the Release Solenoid to Ground

8-6

Valve A - Short Circuit from the Hold to Ground

8-3

Valve A - Open Circuit at the Release Solenoid

2-1

Sensor A - Sensor Air Gap Too Large

2-2

Sensor A - Sensor Air Gap Too Large or Sensor Shorted

2-4

Sensor A - Excessive Wheel Lock

2-5

Sensor A - Intermittent Sensor Signal

2-3

Sensor A - Noisy Signal, Check Tone Wheel

2-6

Sensor A - Sensor Shorted or Open

3-1

Sensor B - Sensor Air Gap Too Large

8-4

3-2

Sensor B - Sensor Air Gap Too Large or Sensor Shorted

Valve A - Open Circuit on the Common Line to Valve

8-7

3-4

Sensor B - Excessive Wheel Lock

Valve A - Open Circuit at the Hold Solenoid

3-5

Sensor B - Intermittent Sensor Signal

9-8

Valve B - System Configuration is Incorrect

3-3

Sensor B - Noisy Signal, Check Tone Wheel

9-1

Valve B - Short Circuit from the Release Solenoid to Voltage

3-6

Sensor B - Sensor Shorted or Open

9-5

4-1

Sensor C - Sensor Air Gap Too Large

Valve B - Short Circuit from the Hold Solenoid to Voltage

4-2

Sensor C - Sensor Air Gap Too Large or Sensor Shorted

9-2

Valve B - Short Circuit from the Release Solenoid to Ground

4-4

Sensor C - Excessive Wheel Lock

9-6

4-5

Sensor C - Intermittent Sensor Signal

Valve B - Short Circuit from the Hold to Ground

4-3

Sensor C - Noisy Signal, Check Tone Wheel

9-3

Valve B - Open Circuit at the Release Solenoid

4-6

Sensor C - Sensor Shorted or Open

9-4

Valve B - Open Circuit on the Common Line to Valve

5-1

Sensor D - Sensor Air Gap Too Large

9-7

5-2

Sensor D - Sensor Air Gap Too Large or Sensor Shorted

Valve B - Open Circuit at the Hold Solenoid

10-9

5-4

Sensor D - Excessive Wheel Lock

Common Side of Valve(s) - Stray Voltage Detected

5-5

Sensor D - Intermittent Sensor Signal

5-3

Sensor D - Noisy Signal, Check Tone Wheel

Fault Description

5-6

Sensor D - Sensor Shorted or Open

8-8

Valve A - System Configuration is Incorrect

10-10 Common Side of Valve(s) - Shorted High

10-11 Common Side of Valve(s) - Shorted to Ground

17-10 Warning Light Shorted High or J1587+ Shorted to Ground

35 89

MID 137 - Trailer (ABS)

PID/ FMI Fault SID Code

MID 137 - Bendix Trailer ABS

Bendix Trailer ABS (Continued) PID/ FMI Fault SID Code 30

Fault Description

15-10 ECU Internal Error 15-11 ECU Internal Error

151

17-12 Sensor Signal Check Required. Pull Trailer or Turn Wheels one after the Other

251

16-1

Over Voltage on ECU Power Line

16-2

Low Voltage on ECU Power Line

15-4

ECU Internal Error

15-3

ECU Internal Error

15-4

ECU Internal Error

15-7

ECU Internal Error

15-9

ECU Internal Error

15-1

ECU Internal Error

15-2

ECU Internal Error

15-6

ECU Internal Error

1-1

No Trouble Found

253

254

36 90

MID 137 - Eaton Trailer ABS

MID 137 - Eaton Trailer ABS Eaton Trailer ABS (Continued) Eaton Trailer ABS PID/ FMI Fault SID Code

Fault Description

8-1

Valve A - Short Circuit from the Release Solenoid to Voltage

8-5

Valve A - Short Circuit from the Hold Solenoid to Voltage

8-2

Valve A - Short Circuit from the Release Solenoid to Ground

8-6

Valve A - Short Circuit from the Hold to Ground

8-3

Valve A - Open Circuit at the Release Solenoid

2-1

Sensor A - Sensor Air Gap Too Large

2-2

Sensor A - Sensor Air Gap Too Large or Sensor Shorted

2-4

Sensor A - Excessive Wheel Lock

2-5

Sensor A - Intermittent Sensor Signal

2-3

Sensor A - Noisy Signal, Check Tone Wheel

2-6

Sensor A - Sensor Shorted or Open

3-1

Sensor B - Sensor Air Gap Too Large

8-4

3-2

Sensor B - Sensor Air Gap Too Large or Sensor Shorted

Valve A - Open Circuit on the Common Line to Valve

8-7

3-4

Sensor B - Excessive Wheel Lock

Valve A - Open Circuit at the Hold Solenoid

3-5

Sensor B - Intermittent Sensor Signal

9-8

Valve B - System Configuration is Incorrect

3-3

Sensor B - Noisy Signal, Check Tone Wheel

9-1

Valve B - Short Circuit from the Release Solenoid to Voltage

3-6

Sensor B - Sensor Shorted or Open

9-5

4-1

Sensor C - Sensor Air Gap Too Large

Valve B - Short Circuit from the Hold Solenoid to Voltage

4-2

Sensor C - Sensor Air Gap Too Large or Sensor Shorted

9-2

Valve B - Short Circuit from the Release Solenoid to Ground

4-4

Sensor C - Excessive Wheel Lock

9-6

4-5

Sensor C - Intermittent Sensor Signal

Valve B - Short Circuit from the Hold to Ground

4-3

Sensor C - Noisy Signal, Check Tone Wheel

9-3

Valve B - Open Circuit at the Release Solenoid

4-6

Sensor C - Sensor Shorted or Open

9-4

Valve B - Open Circuit on the Common Line to Valve

5-1

Sensor D - Sensor Air Gap Too Large

9-7

5-2

Sensor D - Sensor Air Gap Too Large or Sensor Shorted

Valve B - Open Circuit at the Hold Solenoid

10-9

5-4

Sensor D - Excessive Wheel Lock

Common Side of Valve(s) - Stray Voltage Detected

5-5

Sensor D - Intermittent Sensor Signal

5-3

Sensor D - Noisy Signal, Check Tone Wheel

Fault Description

5-6

Sensor D - Sensor Shorted or Open

8-8

Valve A - System Configuration is Incorrect

10-10 Common Side of Valve(s) - Shorted High

10-11 Common Side of Valve(s) - Shorted to Ground

17-10 Warning Light Shorted High or J1587+ Shorted to Ground

37 91

MID 137 - Trailer (ABS)

PID/ FMI Fault SID Code

MID 137 - Eaton Trailer ABS

Eaton Trailer ABS (Continued) PID/ FMI Fault SID Code 30

Fault Description

15-10 ECU Internal Error 15-11 ECU Internal Error

151

17-12 Sensor Signal Check Required. Pull Trailer or Turn Wheels one after the Other

251

16-1

Over Voltage on ECU Power Line

16-2

Low Voltage on ECU Power Line

15-4

ECU Internal Error

15-3

ECU Internal Error

15-4

ECU Internal Error

15-7

ECU Internal Error

15-9

ECU Internal Error

15-1

ECU Internal Error

15-2

ECU Internal Error

15-6

ECU Internal Error

1-1

No Trouble Found

253

254

38 92

MID 137 - Haldex Trailer ABS

MID 137 - Haldex Trailer ABS Haldex Trailer ABS (Continued) Haldex Trailer ABS PID/ FMI Fault Fault SID Code Description 1

2 5

Speed Sensor RED S1B Intermittent Input

YEL Valve Channel Slow Wheel Recovery

Speed Sensor RED S1B Open/Short Circuit

BLU Valve Channel Slow Wheel Recovery

Speed Sensor YEL S2B Open/Short Circuit

YEL Valve Channel Slow Wheel Recovery

Incorrect Exciter Ring Tooth Count

Speed Sensor BLU S3AOpen/Short Circuit

Warning Lamp Signal From Device

Aux Analog CH2 Open/Short Circuit

Speed Sensor RED S1B Sensor Gap to Large

Sensor/Valve Configuration Error

Speed Sensor YEL S2B Sensor Gap to Large

RED Valve Channel Hold Short to B+

BLU Valve Channel Hold Short to B+

Speed Sensor BLU S3A Sensor Gap to Large

YEL Valve Channel Hold Short to B+

RED Valve Channel Hold Short Circuit

Speed Sensor RED S1A Intermittent Input

BLU Valve Channel Hold Short Circuit

Speed Sensor BLU S2A Intermittent Input

YEL Valve Channel Hold Short Circuit

RED Valve Channel Hold Open Circuit

BLU Valve Channel Hold Open Circuit

YEL Valve Channel Hold Open Circuit

BLU Valve Channel Hold Short to B+

BLU Valve Channel Hold Short Circuit

BLU Valve Channel Hold Open Circuit

YEL Valve Channel Hold Short to B+

YEL Valve Channel Hold Short Circuit

YEL Valve Channel Dump Open Circuit

BLU Valve Channel Hold Short to B+

YEL Valve Channel Hold Short to B+

Speed Sensor RED S1A Open/Short Circuit

Speed Sensor BLU S2A Open/Short Circuit

Speed Sensor RED S1A Sensor Gap to Large

Speed Sensor BLU S2A Sensor Gap to Large

Speed Sensor BLU S3A Intermittent Input

Speed Sensor YEL S3B Open/Short Circuit

Speed Sensor YEL S3B Sensor Gap to Large

RED Valve Channel Dump Short Circuit

Speed Sensor YEL S2B Open/Short Circuit

BLU Valve Channel Dump Short Circuit

Sensor Wiring Crossed Over Axle

YEL Valve Channel Dump Short Circuit

BLU Valve Channel Slow Wheel Recovery

RED Valve Channel Dump Open Circuit

BLU Valve Channel Dump Open Circuit

MID 137 - Trailer (ABS)

PID/ FMI Fault Fault SID Code Description

39 93

MID 137 - Haldex Trailer ABS

Haldex Trailer ABS (Continued)

PID/ FMI Fault Fault SID Code Description

YEL Valve Channel Dump Open Circuit

254

240

251

252

254

Defective ABS ECU

BLU Valve Channel Hold Short to B+

Defective ABS ECU

BLU Valve Channel Dump Short Circuit

Defective ABS ECU

BLU Valve Channel Dump Open Circuit

Defective ABS ECU

YEL Valve Channel Hold Short to B+

Defective ABS ECU

YEL Valve Channel Dump Short Circuit

YEL Valve Channel Dump Open Circuit

Auxiliary Function Line 2 Configuration Error

Sensor/Valve Configuration Error

High Power Supply Voltage to ABS ECU

Low Power Supply Voltage to ABS ECU

Speed Sensor YEL S3B Intermittent Input

Aux Digital CH 0 Open.Short Circuit

Aux Digital CH 1 Open.Short Circuit

Aux Digital CH 2 Open.Short Circuit

Aux Analog CH3 Open/Short Circuit

Aux Analog CH1 Open/Short Circuit

Any Valve Channel Leakage Current

No Solenoid Voltage Defective ABS ECU

ABS Short Circuit Sum Error Defective ECU

ABS Check Sum Error Defective ECU

Defective ABS ECU

40 94

MID 137 - Wabco Trailer ABS

MID 137 - Wabco Trailer ABS Wabco Trailer ABS (Continued) Wabco Trailer ABS Fault Code

Fault Description

3+5

BU1 Sensor Damaged or Cable Damaged

3+7

BU1 Sensor Out of Adjustment

3+10

BU1 Wheel Speed Erratic

4+5

YE1 Sensor Damaged or Cable Damaged

4+7

YE1 Sensor Out of Adjustment

4+10

YE1 Wheel Speed Erratic

5+5

BU2 Sensor Damaged or Cable Damaged

5+7

BU2 Sensor Out of Adjustment

5+10

BU2 Wheel Speed Erratic

6+5

YE2 Sensor Damaged or Cable Damaged

6+7

YE2 Sensor Out of Adjustment

6+10

YE2 Wheel Speed Erratic

9+3

Ext Valve (BU) Short to Power

9+5

Ext Valve (BU) Open or Cable Damage

9+6

Ext Valve (BU) Grounded or Cable Damage

9+12

Ext Valve (BU) Short to Power

10+3

Ext Valve (YE) Short to Power

10+5

Ext Valve (YE) Open or Cable Damage

10+6

Ext Valve (YE) Grounded or Cable Damage

10+12 Ext Valve (YE) Short to Power

14+4

Voltage Low, Power Relay

14+3

Power Supply Over voltage

15+?

ECU Internal Failure

14+2

Unexpected System

15+12 ECU Internal Failure

9, 12 15+?

ECU Internal Failure

251

Power Supply Over voltage

14+3

Fault Code

Fault Description

251

9, 12 15+?

ECU Internal Failure

252

15+?

Unexpected System

253

15+?

ECU Internal Failure

254

2, 12 15+?

ECU Internal Failure

System OK

MID 137 - Trailer (ABS)

PID/ FMI SID

41 95

MID 142 & 158 - Mack

MID 142 - Mack Mack (Continued) Mack

PID/ FMI SID

Fault Fault Code Description

243

7-3

Speed Control SET Switch

PID/ FMI SID

Fault Fault Code Description

4, 3

4-6

Tachometer Output

246

7-1

Service Brake Switch

4, 3

4-7

Speedometer Output

250

6-3

J1708/J1587 Link

4, 3

4-3

Auxiliary Output #1

254

9-2

Power Reset Without Key Switch

4, 3

4-4

Auxiliary Output #2

7-7

Exhaust Temperature Reference

7, 8

3-8

Transmission Spitter Position

9-1

Transport Protocol

4, 3

2-5

Front Drive Axle Temperature Sensor

4, 3

2-6

Rear Drive Temperature Sensor

MID 158 - Mack

N/A

Road Speed

Mack

4, 3

5-1

Throttle Position Sensor

4, 3

6-1

Fuel Level

100

N/A

Oil Pressure Sensor

110

N/A

Engine Coolant Temperature

151

1, 0, 8 4-8

Customer Defined Statement

7, 8

3-8

Transmission Spitter Position

167

1, 0

7-5

Alternator Voltage

168

7-5

Battery Voltage

173

N/A

Exhaust Temperature Sensor

4, 3

3-1

Exhaust Temperature Sensor

N/A

Transmission Temperature Sensor

4, 3

2-4

Transmission Temperature Sensor

190

N/A

Engine Speed Sensor

216

6-9

Other ECU Affecting Operations

231

6-4

J1939 Link

6-8

J1939 Link

232

4, 3

5-2

Throttle Position Sensor Reference Voltage

235

7-2

Parking Brake Switch

236

6-7

Power Relay

237

1-6

Starter Input

238

4, 3

5-3

Engine Shutdown Lamp/Alarm

239

4, 3

5-5

Electronic Malfunction Lamp

242

7-4

Speed Control RESUME Switch

177

PID/ FMI SID 84

42 96

Fault Fault Code Description

2, 4, 3, 5, 8, 11 4-1

Vehicle Speed sensor (VSS)

MID 219 - Eaton VORAD

MID 219 - VORAD

MID 219 - Eaton VORAD Eaton VORAD PID/ FMI SID

Fault Fault Code Description

2, 12 & 14

Antenna

Brake Input

Speed Input

Right Turn Signal

Left Turn Signal

2, 4, 5 & 12 13

Driver Display Unit

Right Side Sensor

Left Side Sensor

231

2, 12 & 14

J-1939 Data Link

250

J-1587 Data Link

254

4 & 12

Central Processing Unit

43 97

Appendix

Diagnostic Connectors Year

Vehicle / Engine

Connector

Pre 1995

Caterpillar Engines

9-pin Deutsch (gray)

C A

F G

Cummins Engines

2-pin Packard

Detroit Diesel Engines

12-pin ALDL

International / Navistar Vehicles

8-pin Amp 2

1995 to Present All Vehicles

B J

6-pin Deutsch

B A C

E D

44 98

Appendix

Year

Vehicle / Engine

Connector

Pre 1997

GM Topkick Vehicle

12-pin ALDL

1997 to Present GM Topkick Vehicle

1998 to Present All Vehicles

16-pin OBDII 1

9-pin Deutsch (black)

A G

Appendix

B J

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Wiring For almost all vehicles, wiring the VMS is straightforward. The VMS requires just five wires to function, and four are supplied by the diagnostic plug under the dash. For most coaches, wiring the VMS requires just three steps: 1. Use the VMS harness to connect the VMS to the diagnostic plug. 2. Find a lead or unused spade in the headlight switch that is active when the headlights are on. (Use a voltmeter or indicator light to find an appropriate lead.) 3. Splice or connect the Headlight lead on the wire harness to the lead you found on the headlight switch. If a diagnostic plug is not available, the VMS can still be installed (assuming the engine is electronic.) Cut the diagnostic plug end off the wire harness provided with the VMS, and manually connect the wires as follows: 1. The power lead must go to a source of 12VDC power, preferably switched to the key. If it is not switched on with the key, then a switch of some sort must also be installed to allow the VMS to be turned off. Note that the VMS does not require any power whatsoever when it is off. 2. The ground lead must go to an appropriate ground. 3. The data wires (the twisted pair) must go to the corresponding data link wires on the chassis. In most cases there will be a diagnostic plug for the transmission located near the steering column. The pinout for this plug is given in the diagram, and the VMS data wires can be spliced into the data wires on this plug. Transmissions will either be J1708/J1587 or J1939, depending on the Model Year of the coach. J1939 data will require the DATA C wire pair and a 9-pin Diagnostic Plug.

12 11 10 9 8 7

6 5 4 3 2 1 E

B F

A C D

A H

B I

VMS 1 - Ground 3 - J1708/J1587 Data Link + 4 - J1708/J1587 Data Link 5 - J1939 or RV-C Data Link + 6 - J1939 or RV-C Data Link 7 - Power (12V) 8 - Headlight Switch

Six-Pin Diagnostic A - Data Link + B - Data Link C - Power E - Ground

Nine-Pin Diagnostic A - Ground B - Power C - J1939 Data Link + D - J1939 Data Link E - J1939 Common F - Data Link + G - Data Link -

A M B L C K D J E H

Transmission Diagnostic A - Ground H - Power J - Data Link + K - Data Link -

F G

SilverLeaf Electronics J1708/J1587, J1939, RV-C Wiring Diagrams 21-MAY-2008 v1.00.01 100

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UNDERSTANDING YOUR DASH LIGHTS NAVISTAR ON-HIGHWAY HEAVY-DUTY ENGINES

Drivers will notice the addition of an on-frame storage tank for diesel exhaust fluid (DEF) and a dash lamp and gauge that indicate low DEF levels. Refilling this tank with API-approved DEF is critical for your vehicle to comply with EPA emissions regulations.

LOW

DIESEL EXHAUST FLUID (DEF) LAMP* An illuminated DEF Lamp indicates that the DEF level is low. This can be corrected by refilling the DEF tank. * Lamps shown are for illustrative purposes only. Be sure to reference your Operations and Maintenance Manual for specific lamps and details.

MEDIUM

FLASHING DEF LAMP A flashing DEF Lamp indicates that the DEF level has fallen below a critical level. This can be corrected by refilling the DEF tank.

HIGH

FLASHING

FLASHING DEF LAMP WITH RED STOP LAMP A flashing DEF Lamp combined with an illuminated Red Stop Lamp indicates that the DEF level is critically low, and you will experience a progressive power loss. Normal engine power will be restored after refilling the DEF tank. The vehicle will also be limited to a speed of 5 miles (8 km) per hour. Normal engine power and vehicle speed will be restored after refilling the DEF tank.

AUDIBLE Each level comes with a warning beep.

MALFUNCTION INDICATOR LAMP (MIL) The MIL illuminates when the On-Board Diagnostics (OBD) detects a malfunction related to the emissions control system. The illuminated MIL indicates that the engine needs to be serviced at the first convenient opportunity and may be illuminated along with any of the engine indicator lamps. It does not indicate an “engine protection” or “maintenance required” condition. OPTIMIZING FUEL ECONOMY Check Tire Pressure Frequently — Practice Efﬁcient Driving Behaviors: for every 10 psi that tires are underinflated Maximize time in Top Gear. mpg is reduced by 1%. Maximize time in Cruise Control. Slow Down — above 55 mph, each 1 Upshift at 1600 RPM or with the UpShift Indicator Light. mph increase in speed decreases fuel Downshift at 1100 RPM with light loads and at 1200 RPM with economy by .1 mpg. heavy loads. Follow Preventative Maintenance Schedule — properly serviced vehicles provide better mpg. Keep Aero Components In Good Condition — they provide the greatest mpg benefit above 50 mph.

Keep RPM at Cruise between 1325 and 1375 RPM for best mpg. Minimize Idle Time — every 10% of idle time equals .2 mpg loss. Avoid sudden braking and acceleration.

Minimize Gap Between Tractor & Trailer.

DO NOT REMOVE FROM THIS VEHICLE P/N 4029168C1 | Navistar

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LOW

AFTERTREATMENT DIESEL PARTICULATE FILTER (DPF) LAMP An illuminated Aftertreatment DPF Lamp indicates that the Aftertreatment DPF requires regeneration. This is accomplished by the following: 1. If the vehicle is equipped with a Regeneration Inhibit Switch, ensure that the switch is not in the inhibit position. 2. Perform a DPF regeneration by one of the following methods: a. Change to a more challenging duty cycle, such as highway driving, for at least 20 minutes OR b. Perform a parked regeneration.

MEDIUM

UNDERSTANDING YOUR DASH LIGHTS

FLASHING DPF LAMP If a regeneration is not performed in a timely manner after the DPF Lamp is illuminated, the DPF Lamp will begin to flash. This indicates a high level of soot in the DPF. In addition, engine power may be reduced automatically.

HIGH

FLASHING

MEDIUM

RED STOP LAMP If a parked regeneration is not performed, the Red Stop Lamp will illuminate. As soon as it is safe to do so, the vehicle should be stopped. It should then be taken to CONTINUOUS a certified repair location. REGENERATION INHIBIT SWITCH The purpose of this switch is to prevent or disable Aftertreatment DPF regeneration. Reference the Operations and Maintenance Manual for complete operation and use of this switch. Unnecessary or excessive use of the Regeneration Inhibit Switch may increase the need for parked regeneration. HIGH EXHAUST SYSTEM TEMPERATURE (HEST) LAMP The HEST Lamp illuminates to indicate that high exhaust temperatures may exist due to aftertreatment regeneration. This is normal and does not signify the need for any kind of vehicle or engine service. When this lamp is illuminated, ensure that the exhaust pipe outlet is not directed at any combustible surface or material. Reference your Operations and Maintenance Manual for complete instructions.

HOW TO PERFORM A PARKED (STATIONARY) REGENERATION If the vehicle has a Manual Regeneration Switch and the DPF Lamp is flashing: Park vehicle in an appropriate location, set parking brake and place transmission in Park (if provided) or Neutral, and allow at least 40 minutes for the regeneration. Set up a safe exhaust area. Confirm that nothing is on or near the exhaust system surfaces. Ensure that your fast-idle and PTO switches are off before starting regeneration. Push the Manual Regeneration Switch to begin a parked regeneration.

Engine speed will increase, and there may be a noticeable change in the sound of the turbocharger during the regeneration process. Once the diesel particulate filter is regenerated, the engine will automatically return to the normal idle speed. Monitor the vehicle and surrounding area during regeneration. If any unsafe condition occurs, shut off the engine immediately. To stop a parked regeneration, depress the clutch, brake or throttle pedal. Once regeneration is complete, exhaust gas and exhaust surface temperatures will remain elevated for 3 to 5 minutes. Reference your Operations and Maintenance Manual for complete operating instructions.

DO NOT REMOVE FROM THIS VEHICLE P/N 4029168C1 | Navistar

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