Perkins 1100 Series: Electronic Specification Supplement

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

Proprietary information of Perkins Engines Company Limited, all rights reserved.
The information is correct at the time of print.
Published in June 2002 by Technical Publications.
Perkins Engines Company Limited, Peterborough PE1 5NA, England.
i
Chapters
1
Engine Electronic Reference Manual
Supported Engine Parameters - J1939-71
Standard Electronic Power Unit (SEPU) Options
The following pages contain a detailed table of contents
ii
1100 Series, All models
Content
1 Engine Electronic Reference Manual
Abbreviations and definitions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 1
A4E1 electronic control system
Key system components.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
1100 Series electronic circuit diagram. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
1100 Series electronic circuit diagram. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Machine / operator demands ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Conventional throttle mechanisms .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
PWM speed control ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Multi position switch .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
J1939 CAN Comms Demand . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Variable set speed controls for engine speed, PTO control etc ... ... ... ... ... ... ... ... ... ... ... ... ...
Speed demand throttle arbitration ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Throttle characteristic ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Variable (set speed) control of engine speed ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Two set speed control . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Engine operating modes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
3
3
4
5
5
6
6
6
6
6
7
8
8
9
Gauges / displays
Driven displays .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Engine speed / tachometer . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Engine coolant temperature ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Engine lubrication oil pressure gauge.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Communication driven displays ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
11
11
11
11
11
Engine electrical control

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

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

Electronic engine controller #2 (EEC2).. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Engine configuration ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Engine hours, revolutions .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Engine temperature . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Inlet / exhaust conditions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Fuel consumption . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Engine fluid level / pressure .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Fuel economy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Torque / speed control #1: TSC1 ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Supported diagnostic codes J1939 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
DM1 - Active diagnostic trouble codes .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
DM2 - Previously active diagnostic trouble codes .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
DM3 - Diagnostic data clear / reset of previously active DTCs .. ... ... ... ... ... ... ... ... ... ... ... ...
21
22
23
24
26
27
28
29
30
31
32
33
33
34
35
Data and features available over the J1939 link

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

Application selection
Simplification ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Simple mechanical replacement
Single throttle (A) - variable speed and droop control .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Wiring diagram - single throttle control (A) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Single throttle control configuration parameters (A) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
Single throttle control ancillaries (A) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
iv
38
39
40
41

Speed set operation
Single set speed (B) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Wiring diagram - single set speed (B).. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Single set speed configuration parameters (B) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Single set speed ancillaries (B) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
42
43
44
45
Multiple defined speeds (C)

Wiring diagram - multiple set speeds (C) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Multiple set speed configuration parameters (C) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Switch arrangement - two speed ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Switch arrangement - four speed .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Switch arrangement - ten speed ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
Multiple set speeds (C) - ancillaries . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .
48
49
50
51
52
53
Single variable speed (D)

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

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

A4E1 electronic control system
Key system components
The 1100 Series electronic engine management system consists of the Engine Control Module ECM, an
electronically controlled fuel pump and a collection of engine, machine and operator sensors.
The ECM (A1) controls the engine operating parameters based upon the software within the ECM and the
inputs from the various sensors. The software contains many parameters that control the engine operation
including all the rating maps and the customer selectable configuration parameters.
A diagnostic connector (A2) is fitted to all 1100 Series electronic engines; It is used to ensure that all Perkins
engines can be serviced and repaired by either the diagnostic code reader or by the Perkins TIPSS diagnostic
suite.
Machine interface connector (A3) is the means by which the engine is connected to the machine. This
connector is used to provide all control, power, and data feeds to the engine, except starter motor power / start
aids, fuel lift pump and ground. It is an industry standard 70-pin Deutsch connector.
Intake manifold temperature sensor (A4) measures the air temperature in the intake manifold and sends a
proportional signal to the engine ECM. Information from this sensor is used to determine the air mass flow into
the engine, therefore allowing the correct air / fuel ratio to be maintained. It also provides information to smoke
limiting strategies, especially at lower air temperatures where the amount of fuel injected must be carefully
controlled to minimise smoke.
Coolant temperature sensor (A5) detects the coolant temperature in the thermostat housing during engine
start and running, and sends a proportional signal to the engine ECM. This input is used for engine protection,
cold fuelling compensation and to drive gauges and warning
1100 Series electronic circuit diagram
11
10
A4
E1
7
4
R1331/1
Continued
Oil pressure sensor (A6) detects pressure of the engine lubricating oil during engine start and running, and
sends a proportional signal to the engine ECM. This input is primarily used for engine protection; to drive
gauges and warning lamps and instigate warning or shutdown.
Intake manifold pressure sensor (A7) detects the air pressure in the intake manifold during engine running
and sends a proportional signal to the engine ECM. Before the engine is started, this sensor measures the
pressure in the intake manifold and uses this as a measure of the atmospheric pressure this removes the need
for a separate sensor to provide altitude compensation. Information from this sensor is used to determine the
air mass flow into the engine, therefore allowing the correct air / fuel ratio to be maintained.
Speed sensor (A8) generates pulses from the toothed timing ring on the crank see 1100 Series electronic
circuit diagram on page 4. This enables the ECM to calculate engine speed. The toothed ring (A9) has 35
teeth set at 10 intervals, with one missing tooth that allows the crank position to be determined.
Fuel pump (A10) with integrated controller (PSG) controls fuel injection quantity and timing to meet ECM
demands. The ECM controls the amount and timing of fuel injected by the pump message via a CAN
transmitted to the fuel pump PSG. The fuel pump controller determines the pumps rotational timing. The
controller determines the quantity of fuel injected as a function of pump speed, fuel temperature and the
duration for which the spill valve is closed. This is pre - calibrated in the pump, so that using the requested fuel
injection quantity from the engine ECM, the pump PSG looks up in the calibration table what the relative timing
of the closing and opening of the spill valve should be. The start of this period is based on the timing request
from the ECM and is commenced by closing the fuel pump spill valve (stopping the fuel from spilling to the low
pressure side) and forcing the fuel to flow to the injectors. End of injection occurs when the spill valve opens
again.
Voltage load dump protection module (A11) Provides protection against voltage spikes for the fuel injection
pump.
1100 Series electronic circuit diagram

11
10
A4
E1
7
4
R1331/1
Machine / operator demands

The engine system requires external inputs and outputs to make it operate in the mode that the customer
desires. The control system is designed to be flexible enough to accept appropriate devices dependent upon
the application. Described below are the primary external machine input and output devices that may be used
in the completed system. There are many other possible devices; this is just the core.
Engine speed demand

The 1100 series engine management system offers a range of options on how the engine speed may be
demanded. It is able to support a combination of demand devices, including:
l
l
l
l
1 x PWM throttle position sensor.

2 x analogue (with IVS) throttle position sensors.
4 x two state switches, or 1 x 16 state multiposition switch.
1 x communications throttle.
It is additionally able to support a set speed function (similar to cruise control or PTO control).
Conventional throttle mechanisms

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

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

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

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

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

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

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

Engine operating modes
Electronic control allows a single mechanical specification to deliver different rating curves and droop
characteristics. Each combination of rating and droop is known as a mode. A single ECM may be configured
to offer upto 8 different operating modes.
Torque / fuel limit maps
A maximum of four pre - defined torque / fuel limit (rating) curves may be selected when ordering the engine
and these will be embedded in the ECM. These curves may, in Multi mode operation, be toggled to provide
different operating characteristics whilst the engine is running.
Varying droop
Speed droop is the rate at which an engine will increase in speed if the load is reduced for a given throttle
setting. A droop slope of 10% would give a typical road driving feel. Some applications, however, require tighter
governing with only small variations of speed against load. A droop of 2% may be suitable for a PTO mode;
some applications may need isochronous governing where the droop is 0%.
There are four pre-defined droop percentages available - 0%, 2%, 5% and 10%.
Droop percentages must be specified for throttle inputs, both hard wired or via CAN communication.
Set - speed control or multi position throttle operation will automatically revert to isochronous governing (0%
droop).
Top engine limit
The system provides an adjustable Isochronous high speed governor that may be used to limit the engine
speed, to a value that differs to that which be achieved as a result of the rated speed and droop setting.
This Top engine limit governor is configurable within the range highest rated speed to 2750 rpm.
The diagram below illustrates the operation of this limiter
Rated
Speed
Power
Top
Engine
Limit
Flight Speed =
Rated speed x
Droop
Speed
Single mode
In single mode operation a rating curve must be selected, this is then the rating for the engine for the rest of
its life, unless a change is specially authorised. The droop percentage must also be specified for any throttle
inputs used.
Multi mode operation
For most applications this function will provide the capability to switch between 4 modes with each input
switching in a different mode. in special cases in consultation with Perkins Engines Company Limited these
inputs may be combined to provide upto 8 defined modes.
This functionality allows the machine behaviour to be optimised to suit a variety of tasks, operating constraints
and user requirements.
Use of all 3 mode switches to give a combination of operating modes
Mode
Mode
Mode
Throttle
switch 1 switch 2 switch 3
1 droop
position position position
CAN
Rating
Throttle
throttle
number
2 droop
droop
Open
Open
Open
5%
5%
5%
Rating 1
Safe mode
- on road
Open
Open
Closed
0%
0%
0%
Rating 3
Economy mode
- hydraulic operating
Open
Closed
Open
2%
2%
2%
Rating 3
Performance mode
- on road
Closed
Open
Open
0%
0%
0%
Rating 2
Power mode
- hydraulic mode
Open
Closed
Closed
5%
5%
5%
Rating 1
Safe mode
- on road
Closed
Open
Closed
5%
5%
5%
Rating 1
Safe mode
- on road
Closed
Closed
Open
5%
5%
5%
Rating 1
Safe mode
- on road
Closed
Closed
Closed
5%
5%
5%
Rating 1
Safe mode
- on road
Function
Note: This table is for illustration only and is not a recommendation.
10
Gauges / displays
The engine management system has outputs that are able to provide information to the machine operator in
three primary ways:
Lamps
Three outputs are available to illuminate or flash a lamp. Full details of their functionality are given later in this
document.
l Engine stop - provides information to recommend / inform the user that the engine needs to stop or is
stopping.
l Warning / cold start aid indication - provides information that the engine control system has detected a fault
with the engine / control system or that the cold start aid is in operation.
l Set speed lamp - directly indicates if the engine is in set speed control.
Driven displays
The ECM has direct drives for the following gauges; their fitment is dependent on the needs of each
application. Attention must be paid to matching of the gauge scaling and linearity to that of the output. It is
recommended that a suitable gauge is purchased directly from Perkins Engines Company Limited.
Engine speed / tachometer
The ECM outputs a signal suitable for driving a tachometer. This should be used to replace the familiar
connection between the W terminal of the alternator and tachometer. The ECM tachometer output is more
accurate than the output of the W terminal from the alternator.
Engine coolant temperature
The ECM outputs a pulse width modulated signal for driving a suitable coolant temperature gauge. It is
essential that any gauge fitted to this output is PWM compatible.
Engine lubrication oil pressure gauge
The ECM outputs a pulse width modulated signal for driving a suitable lubrication oil pressure gauge. It is
essential that any gauge fitted to this output is PWM compatible. The gauge output will be from 0 to 7 Bar.
Communication driven displays

The ECM is able to communicate important engine parameters via the digital CAN J1939 link to a vast array
of displays, gauges and other controllers.
An LCD display may be used to display engine running information as digital or digitally simulated analogue
gauges. Information it can include is:
l Diagnostic fault codes (active and logged)

l Engine operating parameters (engine speed, fuel temperature, coolant temp, and intake air pressure)
l Service information (total engine hours)
CAN driven analogue gauges may be used to display basic engine running information as an alternative to
analogue driven units.
11
Engine electrical control

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

Starting and stopping
Before the engine is started, power must be provided at the main power supplies via the machine interface
connector. To start the engine power must be fed to the key switch input. When the engine is subsequently
cranked, at or above the minimum cranking speed the engine will start.
To stop the engine, the key switch input to the ECM is switched to the off state. The ECM immediately stops
sending fuel demands to the pump and shuts down in a controlled manner. The engine running data stored in
volatile memory is transferred to non - volatile memory, and the processor is shut down.
Stopping the engine other than via the key switch may adversely affect the subsequent re-starting.
Emergency stops may also be implemented, they must cut power to the fuel pump but not to the ECM. The
diagnostic system will log faults that indicate that the engine has been stopped by abnormal means.
Pump power relay
There is an output from the ECM for a relay to control the power to the VP30 Electronic distributor pump. This
output / relay must be used to ensure the pump is shut down by the ECM at the correct time.
Lift pump power relay
For electronic 4 cylinder 1100 Series engines there is an output from the ECM to drive a relay controlling the
power to the electric lift pump. 6 cylinder engines have a mechanical lift pump and therefore this output is not
controlled.
Start aid relay
There is an output from the ECM for a relay to control the power to the start aid system. This outputs operation
is dependent on the engines temperatures and works in conjunction with the engine warning light which
indicates when the start aid is in operation.
12

Engine and system monitoring
Engine protection
The ECM monitors engine temperatures, pressures and speed as detailed below. If any of these parameters
exceeds a trip point for a period of time longer than a delay period, the ECM logs the event and actions the
appropriate level of engine protection.
The following channels are monitored:
l
l
l
l
l
Lubricating oil pressure

Coolant temperature
Engine speed
Intake manifold air temperature
Fuel temperature.
To allow for heat soak situations, temperature protection is disabled for a period of time after engine start. The
oil pressure protection is disabled whilst the engine is cranking.
For basic engine protection, the engine has protection in two stages:
Warning + De-rate
If the engine operating condition, high coolant temperature, high intake air temperature and high fuel
temperature exceeds certain critical limits then the control system will automatically
de-rate the engine and inform the operator via the warning lamps. If the engine goes into the de-rate condition,
the event will be logged in the ECMs memory, a event code will be transmitted over the CAN bus and the
warning lamp will flash. Once in the de-rate mode the fault code and output will remain whilst the alarm
condition exists. The event will remain in the ECMs memory after shutdown.
Warning + De-rate + Shutdown
If an engine parameter reaches the shutdown condition i.e. lubricating oil pressure, the ECM will log the fault
and shutdown the engine. If the engine goes into the shutdown condition the event will be logged in the ECMs
memory, a event code will be transmitted the CAN bus and stop engine lamp will flash. The shutdown condition
will latch in until the ECM is reset.
Critical protection override

Note: Critical protection override is currently not available.
Where applicable, the engine protection (shutdown) can be disabled by the service tool under factory
password protection. Typical situations include safety critical fire pumps, on - highway machines, etc.
When critical protection override is set, the ECM will log any event and continue to run the engine even under
all appropriate fault conditions. If the engine enters a fault condition, the ECM will log the event in memory.
Warning! Any warranty given on the engine becomes void if the engine is run in a fault condition with the
critical protection override set, as the engine could run to destruction.
Continued
13
Diagnostics
Default diagnostics will be automatically performed on most analogue input signals to the ECM, this includes
analogue, PWM and speed / frequency inputs but not digital inputs. Faults will be validated over time to remove
intermittent faults caused by loose wiring, poor connections or faulty sensor. Where possible, when a sensor
fault has been validated, a default value will be substituted so as to allow the engine to continue operation.
Any fault with the sensors on the engine instigates a diagnostic code and is communicated to the operator via
the warning lamps. This gives an indication to the operator that the engine protection has been compromised
and that prolonged running of the engine in this condition may result in engine failure. The following sensors
are monitored for out of range and open or short circuit:
l
l
l
l
l
l
l
14
Lubricating oil pressure

Intake air pressure
Intake manifold air temperature
Fuel temperature
Coolant temperature
Engine speed
Desired speed input.

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

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

When the engine is cranked the EMS will only illuminate the engine indicator lamps if necessary - e.g. lack of
lubrication oil pressure after start delay exceeded, the engine stop lamp will be illuminated.
Off
Off
No problems
Off
On
Lubrication oil pressure low (after delay exceeded)
15
Lamp states after engine cranking - if engine failed to start

Off
Off
No detected faults
On
Off
Electrical fault warning
Off
Flashing
Stop engine - stop engine fault detected that prevented the engine
start
Other lamp states

Lamp states that may be exhibited when the engine is running or has shut down automatically
Off
Off
No detected faults
Off
On
Oil pressure low
Flashing
Off
Coolant temp is high or intake air temp is high, engine may be de rating
Off
Flashing
Stop engine fault detected or exceeding de-rate conditions
On
Off
Electrical fault warning
On
On
Oil pressure is low and electrical fault warning
On
Flashing
Stop engine fault detected or exceeding de-rate conditions and
electrical fault warning
Flashing
On
The oil pressure is low and the coolant temp is high or intake air
temperature is high etc. engine may be de - rating
16
Engine logging
Engine hours
The ECM records the total engine operating hours. This is the elapsed time that fuel has been injected and
does not include ignition ON times when the engine has not been started or has stalled. The total engine hours
is not able to be set again via a service tool and will therefore, give an accurate indication of the total time the
engine has been operated with the factory fitted ECM.
This log provides lifetime information for an engine that may be used by installers
and Perkins Engine Company Limited. for analysis of engine wear.
Diagnostic and configuration tools
The electronic control system has a range of diagnostic facilities to aid in the identification and rectification of
any faults within the engine or the electronics system. This information may be accessed via either of two
communication links, (PDL) or the industry standard SAE J1939 - CAN protocol.
TIPSS
To support the electronic product, Perkins offers the TIPSS suite of diagnostic and service tools, including
TIPSS EST. TIPSS EST is designed for use on a laptop computer to communicate with the ECM over PDL,
via a communications interface adapter. It is capable of reading all the relevant diagnostic information, allowing
the technician to understand the problems and symptoms.
Diagnostic connector for service tool
A service tool connector is available on the engine harness.
This allows connection of a diagnostic service tool to either the J1939 CAN Bus and / or the (PDL) without
disconnecting the main harness.
The 9-pin connector fitted to the engine harness will be of Deutsch type HD10 - 9 - 96P - B009. The connector
required on a service tool is therefore a Deutsch HD16 - 9 - 96S.
Machine Interface connector Pin out and functionality
Pin
Description
A
Battery +
Battery -
CAN screen
PDL +
PDL -
CAN -
CAN +
Not connected
Not connected
17
1104 / 1106 A4E1 engine control connectivity

Perkins I / O allocation version 2.0 - please note that this diagram is appropriate for standard Perkins
applications ECM software release 7March 2002. This information will vary with new software releases and for
different functionality groups and the connectivity should be confirmed for the software release being used in
the application. Some connections have different functions dependant upon the configuration options selected.
Pin
Description
Standard
Optional
MIC - 1
Not used
MIC - 2
SWB 1
Set speed control set/lower
If set speed control selected
MIC - 3
SWB 2
Set speed control resume/raise
MIC - 4
CDL / PDL +
CDL / PDL +
MIC - 5
CDL / PDL -
CDL / PDL -
MIC - 6
DF_PWM 2 +
MIC - 7
Not used
MIC - 8
Not Used
MIC - 9
SWG 11
Mode switch 3
If multi-mode capability selected
MIC - 10
SWG 8
Throttle selection
If switched throttle arbitration selected
SWG 5
Set speed control speed toggle

Speed 1 = closed
Speed 2 = open
MIC - 11
Multi position throttle switch 3

MIC - 12
D OUT_0.3A 2
Warning / cold start lamp
MIC - 13
D OUT_0.3A 4
Set speed active lamp
MIC - 14
Not used
MIC - 15
Not used
MIC - 16
AIN_ACT 5 / PWM_I 1 Throttle 1 PWM
MIC - 17
VS_8_70mA
PWM throttle supply
MIC - 18
AIN_ACT 1
Throttle 2 analogue
SWG 6
Set speed control speed toggle

Speed 1 = open
Speed 2 = closed
MIC - 19

If multi position throttle switch
selected
If throttle 1 is selected as PWM

throttle
If throttle 1 is selected as analogue
throttle
selected
MIC - 20
SWG 4
Set speed control disengage

Disengage if switched to ground
MIC - 21
SWG 10
Mode switch 2
MIC - 22
SWG 1
Throttle 1 IVS
If throttle 1 is selected as an analogue

throttle with IVS
MIC - 23
D OUT_0.3A 3
(default on)
Stop lamp
MIC - 24
Not used
MIC - 25
AIN_ACT4
MIC - 26
Not used
MIC - 27
Not used
18
Throttle 1 analogue

throttle

Pin
Description
Standard
Optional
Cruise control On/Off

selected
SWG 7
Set speed control disengage

Disengage if not switched to
ground
MIC - 30
SWG 9
Mode switch 1
MIC - 31
D OUT_0.3A 1
Fuel lift pump control
Only 4 cylinder engines
MIC - 32
Not used
MIC - 33
Not used
MIC - 34
Not used
MIC - 35
AIN_PAS 3
MIC - 36
SWG 2
Throttle 2 IVS

throttle with IVS
MIC - 37
SWG RETURN
Switch return
MIC - 38
SWG 12
MIC - 39
P_FREQOUT 1
MIC - 40
Not used
MIC - 41
Not used
MIC - 42
D OUT_0.3A 6
FIP power control
MIC - 43
D OUT_0.3A 5
Start aid control
MIC - 28
SWG 3
MIC - 29
Tachometer
If start aid control is enabled
MIC - 44
VS_RETURN M
Machine sensor return
MIC - 45
VS_5_200mA M
Machine sensor supply
MIC - 46
POUT_20mA 1
Coolant temp gauge
MIC - 47
POUT_20mA 2
Oil pressure gauge
MIC - 48
VP30 battery +
VP30 batt+
MIC - 49
Not used
MIC - 50
E_D OUT_1A 1
Return
MIC - 51
Not used
MIC - 52
CAN B +
MIC - 53
12V_D OUT_0.3A 14
CAN B +
MIC - 54
12V_D OUT_0.3A 12
MIC - 55
Not used
MIC - 56
Battery +
Battery +
MIC - 57
Battery +
Battery +
MIC - 58
VP30 battery -
VP30 batt -
MIC - 59
Not used
MIC - 60
E_D OUT_1A 1 +
MIC - 61
CAN B -
MIC - 62
12V_D OUT_0.3A 13
MIC - 63
12V_D OUT_0.3A 10
MIC - 64
12V_D OUT_0.3A 9
MIC - 65
12V_D OUT_0.3A 8
MIC - 66
12V_D OUT_0.3A 7
MIC - 67
12V_D OUT_0.3A 11
MIC - 68
Battery -
CAN B -
Battery -
19

Pin
Description
Standard
Optional
MIC - 69
Battery -
Battery -
MIC - 70
SWK_0
Key switch
20
2
Supported engine parameters - J1939
Electronic engine controller #2 (EEC2)
Transmission repetition rate
Data length
50 ms
8 bytes
Data page (DP)
PDU format (PF)
240
PDU specific (PS)
Default priority (P)
Parameter group number (PGN)
61443 (F003)
Byte 2 - accelerator pedal (AP) position

SPN
91
Resolution
0.4% / bit gain, 0 offset
Data range
0 to 100%
Byte 3 - percent load at current speed

SPN
92
Resolution
1% / bit gain, 0 offset
Data range
0 to 125%
Byte 4 - remote accelerator

SPN
974
Resolution
0.4% / bit gain, 0 offset
Data range
0 to 100%
21

20 ms
Data length
8 bytes
Data page (DP)
PDU format (PF)
240
PDU format (PF)
240
PDU specific (PS)
61444 (F004)
Byte 3 - actual engine - percent torque

SPN
513
Resolution
1% / bit gain, - 125 offset
Data range
- 125 to 125%
Byte 4, 5 - engine speed

SPN
190
Resolution - lower byte
0.125 rev / min / bit gain 0 rev / min offset
Resolution - upper byte
32 rev / min / bit
Data range
0 to 8031.875 rev / min
22

Data length
250 ms
8 bytes
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
223
65247 (FEDF)
Byte 2, 3 - engine desired operating speed

SPN
515
32 rev / min / bit
Data range
0 to 8031.875 rev / min
23
Engine configuration
On Change of torque speed points of more

than 10% or every 5 seconds
Data length
28 bytes
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
227
65251 (FEE3)
Byte 1, 2 - engine speed at idle point 1

SPN
188
32 rev / min / bit
Data range
0 to 8031.875 rev / min
Byte 3 - percent torque at idle, point 1

SPN
539
Resolution
Data range
- 125 to 125%
Byte 4, 5 - engine speed at point 2

SPN
528
32 rev / min / bit
Data range
0 to 8031.875 rev / min
Byte 6 - percent torque at point 2

SPN
Resolution
540
Data range
- 125 to 125%

SPN
529
32 rev / min / bit
Data range
0 to 8031.875 rev / min
Data range
0 to 8031.875 rev / min
Byte 9 - percent torque at point 3

SPN
541
Resolution
Data range
- 125 to 125%

SPN
530
32 rev / min / bit
Data range
0 to 8031.875 rev / min
Byte 12 - percent Torque at Point 4

SPN
542
Resolution
Data range
- 125 to 125%
24

Engine configuration
SPN
531
32 rev / min / bit
Data range
0 to 8031.875 rev / min
Byte 15 - percent torque point 5

SPN
543
Resolution
Data range
- 125 to 125%
Byte 16, 17 - engine speed at high idle point 6

SPN
532
32 rev / min / bit
Data range
0 to 8031.875 rev / min
Byte 20, 21 - reference engine torque

SPN
544
Resolution
1 Nm / bit gain, 0 Nm offset
Data range
0 to 64255 Nm
Byte 22, 23 - maximum momentary engine override speed, point 7

SPN
533
Resolution
Data range
0 to 8031.875 rev / min
Byte 24 - maximum momentary override time limit

SPN
534
Resolution
0.1 s / bit gain, 0 s offset
Data range
0 to 25 s (255= no time limit)
Byte 25 - requested speed control data range lower limit

SPN
535
Resolution
10 rev / min / bit gain, 0 offset
Data range
0 to 2500 rev / min
Byte 26 - requested speed control data range upper limit

SPN
536
Resolution
10 rev / min / bit gain, 0 offset
Data range
0 to 2500 rev / min
Byte 27 - requested torque control data range lower limit

SPN
537
Resolution
1% / bit gain, - 125% offset
Data range
- 125 to 125%
Byte 28 - requested torque control data range upper limit

SPN
538
Resolution
Data range
- 125 to 125%
25
Engine hours, revolutions

On request
Data length
8 bytes
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
229
65253 (FEE3)
Bytes 1 to 4 - total engine hours

SPN
247
Resolution
0.05 h / bit gain, 0 offset
Data range
0 to 210,554,060.75 hours
26

Engine temperature
1s
Data length
8 bytes
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
238
65262 (FEEE)
Bytes 1 - engine coolant temperature

SPN
110
Resolution
1 C / bit gain, - 40 C offset
Data range
- 40 to 210 C
Bytes 2 - fuel temperature

SPN
174
Resolution
Data range
- 40 to 210 C
27
Inlet / exhaust conditions

0.5 s
Data length
8 bytes
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
246
65270 (FEF6)
Bytes 2 - boost pressure

SPN
102
Resolution
2 kPa / bit gain, 0 offset
Data range
0 to 500 kPa
Bytes 3 - intake manifold 1 temperature

SPN
105
Resolution
Data range
- 40 C to 210 C
28

Fuel consumption
On request
Data length
8 bytes
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
233
65257 (FEE9)
Bytes 5 to 8 - total fuel used

SPN
250
Resolution
0.05 l / bit gain, 0 offset
Data range
0 to 2,105,540,607.5 l
29
Engine fluid level / pressure

0.5 s
Data length
8 bytes
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
239
65263 (FEEF)
Byte 4 - engine oil pressure

SPN
100
Resolution
4 kPa / bit gain, 0 offset
Data range
0 to 1000 kPa
30

Fuel economy
100 ms
Data length
8 bytes
Data page (DP)
PDU specific (PS)
242
65266 (FEF2)
Bytes 1, 2 - fuel rate

SPN
183
Resolution
0.05 l / h per bit gain, 0 offset
Data range
0 to 3212.75 l / h
31
Torque / speed control #1: TSC1

10 ms to the engine from the transmission
Data length
8 bytes
Data page (DP)
PDU format (PF)
PDU specific (PS)
Destination address (in this case the

destination is the engine so destination
address = 0)
0 (0000)
Byte 1 - control bits

Bit 6,5 Override control mode priority
Refer to J1939-71
Bit 4,3 Requested speed control conditions
Refer to J1939-71
Bit 2,1 Override control modes
Refer to J1939-71
Byte 2, 3 - requested speed limit

SPN
898
32 rev / min / bit
Data range
0 to 8031.875 rev / min
Byte 4 requested torque limit

SPN
518
Resolution
Data range
- 125% to + 125%
32

Supported diagnostic codes J1939
The diagnostic codes that will be supported by the ECM will be the DM1, DM2 and DM3 sections of the SAE
J1939 - 73 specification.
DM1 - Active diagnostic trouble codes
Variable - refer to J1939-73
Data length
Variable - refer to SAE J1939-73

and J1939-23
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
202
65226 (FECA)
Byte 1 - lamp status

Bits 8 - 7 malfunction indicator lamp
01 = on, 00 = off
Bits 6 - 5 red stop lamp
01 = on, 00 = off
Bits 4 - 3 amber warning lamp
01 = on, 00 = off
Bits 2 - 1 protect service lamp
01 = on, 00 = off
Byte 3 - SPN least significant bits

Bits 8 - 1 SPN, 8 least significant bits (most significant at bit 8)
Byte 4 - SPN second byte
Bits 8 - 1 SPN, second byte (most significant at bit 8)
Byte 5 - SPN (3 most significant bits) and FMI
Bits 8 - 6 SPN, 3 most significant bits (most significant at bit 8)
Bits 5 - 1 FMI (most significant at bit 5)
0 to 31
Byte 6 - SPN conversion method and occurrence count

Bit 8 SPN conversion method
ECM uses 1
Bits 7 - 1 occurrence count
0 to 126 (127 = not available)
Note: If more than one fault code is present then the DM1 / DM2 messages will be sent using the multipacket
transport protocol as defined in J1939-21.
33
DM2 - Previously active diagnostic trouble codes

Variable - refer to J1939-73
Data length
Variable - refer to SAE J1939-73

and J1939-23
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
202
65227 (FECB)

01 = on, 00 = off
01 = on, 00 = off
01 = on, 00 = off
01 = on, 00 = off

Byte 4 - SPN second byte*
Byte 5 - SPN (3 most significant bits) and FMI
0 to 31

ECM uses 1
Note: If more than one fault code is present then the DM1 / DM2 messages will be sent using the multipacket
transport protocol as defined in J1939-21.
34

DM3 - Diagnostic data clear / reset of previously active DTCs
On request using PGN 59904. Note that

acknowledgement or negative
acknowledgement messages are
required
Data length
Data page (DP)
PDU format (PF)
254
PDU specific (PS)
204
65228 (FECC)

01 = on, 00 = off
01 = on, 00 = off
01 = on, 00 = off
01 = on, 00 = off

Byte 4 - SPN second byte
Byte 5 - SPN (3 most significant bits) and FMI8
0 to 31

ECM uses 1
35
Data and features available over the J1939 link

Operating parameters
Electronic control of an engine requires electronic sensors for measuring engine operating parameters and
sensing operator demands. The J1939 communications protocol supports a number of standard messages for
making available the values from these sensors to any external equipment. Only certain messages in the SAE
J1939 standard are relevant to the engine control. Therefore the ECM supports, a subset of the J1939
standard. Detail of the messages supported by the ECM is given in Appendix 2.
Note: Some messages may be only partially supported (i.e. not all defined bytes are used by the ECM).
Fault management
Outputs that the ECM controls will also be monitored for correct operation. The ECM will continually monitor
these sensor inputs and outputs to determine if any faults exist.
Faults are detected and validated over time to discard intermittent faults, validated faults are then recorded
and made available over the CAN bus via the J1939 communication protocol. These fault indication messages
may then be used by any compatible equipment, such as service tools and display instruments.
Speed demand over J1939
The engine controller may be connected to the transmission controller via the CAN bus using the J1939
protocol to provide transmission support. The J1939 protocol defines a number of control and status messages
that may be used for transmission support, in all cases the transmission makes demands of the engine ECM.
l A special J1939 message called torque / speed control #1 (TSC1) allows devices such as transmission
controllers and process controllers to temporarily demand a speed of the engine.
l Implementation of TSC1 by the installer must be done with care however, as the ECM will try to react to
any TSC1 messages that it receives. It is the responsibility of the installer to ensure that the TSC1
messages that are present on the machine CAN network are valid
l See Appendix 2 details of the J1939 messages that use these features.
Fuel economy
Fuel economy data will be output over CAN using J1939 for use by any suitable external equipment. Two
values will be available, one will be litres per hour for fuel rate (instantaneous fuel consumption) and the other
in litres for the total fuel consumption.
The ECM is able to deliver desired quantities of fuel per injection and is therefore able to provide accurate fuel
consumption figures, this information may therefore be used to determine accurate fuel economy figures. This
feature removes the need for a fuel flow meter to be fitted with obvious cost savings in hardware and machine
manufacture.
J1939 Diagnostic code reader
This is a low cost electronic tool, designed to read active and logged fault codes, and clear faults, over the CAN
J1939 bus. It will also display a number of engine parameters.
36
3
Standard Electronic Power Unit (SEPU) Options
Application selection
Standard electronic power unit (SEPU) applications provide a simplified range of opportunities to utilise the
Perkins 1100 Series electronic engines. They do not exploit the full functionality and opportunities available
from the electronic engine. They are intended to support applications that do not justify the costs or resources
associated with developing a machine specific application.
SEPU 1
SEPU 2
SEPU 3
Description
Mechanical
replacement
Engine with preset operating

speed(s)
Mobile applications
Functionality
Engine operates in
response to single
throttle input
Engine operates at set / variable

speeds in response to button
presses
Engine responds to one or

two throttles, has engine
set speed and multiple
torque map options
Example
applications
Applications that require

a simple replacement
Compressor
for an existing
Pump
mechanical engine.
Wood chipper
Any low functionality
application including
mobile machines
Variations
None
Single set speed (B) on page 42.

Compressors
Multiple defined speeds (C) on
page 47.
Single variable speed (D) on page
54. Wood chipper, concrete pump,
rock crusher, etc
Tractor
Crane
Backhoe loader
Two throttles
Simplification
To simplify ordering, configuration and application, certain customer selections available from the engine
management system are pre-defined.
These include:
l Throttle input filters are matched to the Perkins accessories throttle devices. The throttle position to
demand relationship will be as linear as possible
l Gauge drivers are matched to the Perkins accessories gauges - oil pressure, coolant temperature and
tachometer (pulses / rev)
l Warning / derate / stop parameters and functionality are set to defaults with an emphasis on engine
protection.
Parameters may, if appropriate and authorised by the machine manufacturer, be changed by the service tool
for the end customer.
37
Simple mechanical replacement

Single throttle (A) - variable speed and droop control
This solution provides for a system whereby the engine response is directly controlled by the movement of the
input linkage. It is therefore applicable to any application that is capable of operating a bell crank on the throttle
potentiometer in a similar fashion to the movement of the throttle lever on the mechanical fuel pump.
This solution is suitable for applications where very little integration or additional engineering is a requirement
when compared to the solution used for a mechanical engine.
This solution can be used in most replacement engine situations.
The solution is also appropriate in applications where there is a complex mechanical demand control system
that the electronic engine control functionality does not replicate.
The engine should be installed in place of the mechanical solution and the throttle cable led to a suitably
mounted throttle potentiometer.
Skills required to perform installation
l TIPSS operator - to allow the configuration options to be verified and the system integrity to be checked.
l Wiring and electrical component installation skills - to ensure that the harnessing and external components
are installed in compliance with the application guide.
l Understanding of 1100 Series product.
38

Wiring diagram - single throttle control (A)
Machine Interface
Connector
10A
Ignition key
switch
Off
On
See note 1
56
57
Battery +
Battery +
70
Ignition switch input
23
12
Stop lamp
Warning lamp
43
Start aid control
42
Fuel pump power control
48
Fuel injection pump power +
31
Lift pump control
58
68
69
Fuel injection pump power Battery Battery -
17
16
45
Sensor vref +8v

Pwm throttle input 1
Sensor vref +5v
44
Sensor common 0 volts
37
Switch return
25
Analogue throttle input
22
Idle validation switch input
39
46
47
Frequency output (tachometer)

Pwm output (water temp.)
Pwm output (oil press.)
52
61
SAE J1939 +
SAE J1939 -
Start
To
starter
motor
relay
Stop lamp
3A
Start aid
relay
See note 5
To start
aid
Fuel injection pump
relay
30A
Electric Lift Pump Relay (1104 Engines Only)
20A
1
2
Electric Lift Pump +

Electric Lift Pump -
Pwm
throttle
sensor
12V
OR
+ Battery
supply
via ignition
1A
Analogue
throttle
sensor
and idle
validation
switch
IGN
Send
Ground
Tachometer
Battery
negative
+5 volts MIC
pin no 45
I
Coolant temp
S
G gauge
Oil pressure
S
gauge
CAN J1939 BUS

120
OHM
NOTES
1. Value dependent on starter motor relay current / auxilary loads
2. The oil and water gauges must be compatible PWM gauges. These
may be obtained directly from Perkins. Alternatively, traditional gauges
may be used with the customers own senders.
3 The start aid relay is optional. A manual button may still be used for
thermostart control, if prefered.
4 Warning and Stop lamps are mandatory
5 Fuse value 1104 - 50A Antisurge
1106 - 15A
6. Dotted lines are optional configuration only.
Digital
display
A
R1523
39
Single throttle control configuration parameters (A)

Complete the following information on the CEOS system. Use defaults if possible.
Description
Options
SEPU Order Selection

Code
System voltage
12 Volt application (1)

Select as appropriate
Rating definition
Rating groups are listed in the ERM
Insert the appropriate

rating group number
Engine monitoring
Warning and Derate (1)

Warning, Derate and shutdown (2)
1 (default)
Low idle speed
Idle speed in the range 700 rev / min to 1200

rev / min to the nearest 10 rev / min
Select as required,
recommend 750 (default)
Top engine limit
Enter required top engine limit in the range

between the rated speed and 2750 rev / min to
the nearest 10 rev / min
Select as required,
Tachometer gauge calibration
Ratio of pulses per engine revolution

Min = 0.1 Max = 100 (step size 0.1)
4 (default) for Perkins

accessories
Engine demand type 1
Not used = 1
Analogue potentiometer throttle = 2 (default)
PWM throttle = 3
Multi-position switch = 4
Select 2 if using Analogue

throttle
Select 3 if using PWM
throttle
Analogue/PWM throttle 1
calibration
Leave as defaults if using Perkins accessories

throttles
Defaults
Speed demand 1 - Idle

validation (not PWM)
Idle validation switch used = 1 (default)

Not used = 2
1 (default)
Speed demand type 2
Not used = 1 (default)

Analogue potentiometer throttle = 2
1 (default)
Analogue throttle 2 calibration

throttles
Defaults

validation

Not used = 2
Select 2
Multi-position throttle switch

coding
Ignore
Defaults
Throttle arbitration
Not applicable (no throttle or single throttle

used) = 1
Manual selection = 2
Summing = 3
Highest wins = 4 (default)
Select 1
Start aid
No start aid = 1 (default)

Start aid active = 2
Torque speed control
Disabled = 1 (default)
Enabled = 2
Set speed control
No set speed control = 1 (default)

Single set speed control = 2
Twin set speed control = 3
1 (default)
Mode switches
Complete first row only
(all switches open)
Valid switch combination (valid / invalid)

Droop valve all throttles (0, 2, 5, 10)
Rating number (1, 2, 3, 4,)
Select valid (row one only)

Throttle characteristics
Leave as defaults
Defaults
40

Single throttle control ancillaries (A)
These ancillaries are selected by Perkins for their compatibility and suitability for this SEPU application.
Component function
Fitment detail
Operating mode
Foot pedal floor mount
Potentiometer and idle validation
Foot pedal bulkhead mount
Hand throttle
Throttle spindle - suitable for

attaching a bell crank
Ignition key switch
Bulkhead / panel fixing
Security keyed simple lever
Start aid relay
Bulkhead / panel fixing. only if

start aid specified
12V
24V
Pump power relay
12V
24V
Warning lamps
Red - stop
Orange - warning
Tachometer gauge
12V
24V
Oil pressure gauge
12V
24V
Coolant temp gauge
12V
24V
Multi function LCD

display
Pre-configured and 12V

Throttle.
Select only one
41
Speed set operation

Single set speed (B)
An application where the engine, in response to control input (e.g. a button press) should accelerate up to the
set engine speed. When the button is released / switched off the engine speed will return to idle.
This is suitable for applications where the device has a single optimum speed. This could include: fire pumps,
irrigation pumps and compressors.
If the button is not used and a wire link is inserted then the engine will accelerate up to the set engine speed
as soon as it starts.
The acceleration rate of engine speed will be the highest possible for the engine, if this needs to be limited then
the task is outside of the current SEPU offering.
l Wiring and electrical component installation skills - to ensure that the harness and external components
42

Wiring diagram - single set speed (B)
Machine Interface
Connector
10A
56 Battery +
57 Battery +
Ignition key
switch
Off
On
See note 1
70 Ignition switch input
Start
Stop lamp
23 Stop lamp
12 Warning lamp
3A
Start aid
relay
43 Start aid control
See note 5
To start aid
Fuel injection
pump relay
42 Fuel pump power control
30A
48 Fuel injection pump power +
Electric lift pump relay (1104 engines only)
31 Lift pump control
20A
1
2
Electric lift pump +

Electric lift pump -
58 Fuel injection pump power 68 Battery 69 Battery -
+ Battery
supply
via ignition
12V
1A
37 Switch return
IGN
Send
Ground
Tachometer
+5 volts MIC
pin no 45
Use wire link

instead of switch
if idle no required
Battery
negative
Coolant
temp
gauge
Oil
pressure
gauge
28 Throttle position switch 1

S
39 Frequency output (tachometer)

46 PWM output (water temp.)
47 PWM output (oil press.)
CAN J1939 BUS
52 SAE J1939 +
61 SAE J1939 120
OHM
NOTES
3. The start aid relay is optional. A manual button may still be used for
4. Warning and Stop lamps are mandatory
5. Fuse value
1104 - 50A Antisurge
1106 - 15A
Digital
display
B
R1524
43
Single set speed configuration parameters (B)

Description
Option

Code
System voltage

Rating definition
Insert the appropriate rating

group number
Engine monitoring

1 (default)
Low idle speed
Idle speed in the range 700 rev / min to

1200 rev / min to the nearest 10 rev / min
Select as required,
Top engine limit

Select as required,
between the rated speed and 2750 rev /
min to the nearest 10 rev / min


accessories
Not used = 1
(default)
PWM throttle = 3

throttle
Select 3 if using PWM throttle
calibration
Leave as defaults if using Perkins

accessories throttles
Defaults
Speed demand 1 - Idle validation

(not PWM)

Not used = 2
1 (default)
Speed demand type 2

1 (default)

Defaults

Not used = 2
Select 2
44

Description
Multi position throttle switch coding

Code
Option
Switch 4
position
Switch 3
position
Switch 2
position
Switch 1
position
Open
Open
Open
Open
Idle speed
Open
Open
Open
Closed
Enter required set operating

speed in range low idle speed
to - maximum rated speed to
nearest 10 rev / min
Open
Open
Closed
Open
Idle speed
Open
Open
Closed
Closed
Idle speed
Open
Closed
Open
Open
Idle speed
Open
Closed
Open
Closed
Idle speed
Open
Closed
Closed
Open
Idle speed
Open
Closed
Closed
Closed
Idle speed
Closed
Open
Open
Open
Idle speed
Closed
Open
Open
Closed
Idle speed
Closed
Open
Closed
Open
Idle speed
Closed
Open
Closed
Closed
Idle speed
Closed
Closed
Open
Open
Idle speed
Closed
Closed
Open
Closed
Idle speed
Closed
Closed
Closed
Open
Idle speed
Closed
Closed
Closed
Closed
Idle speed
Not applicable (no throttle or single

throttle used) = 1
Summing = 3
Select 1
Start aid

Enabled = 2
Set speed control

Dual set speed control = 3
1 (default)
Mode switches
(all switches open)

Leave as defaults
Defaults
The engine speed should be configured by the machine manufacturer to ensure the engine operates at the
optimum speed for the device to which it is attached. The droop characteristic for most of these applications
will be 0% (isochronous).
Single set speed ancillaries (B)
Component function
Fitment detail
Operating mode
Latching set speed switch
Push button
toggle switch
Ignition key switch
Security keyed
simple lever
45

Component function
Fitment detail
Operating mode
Start aid relay

only if start aid specified
12V
24V
Pump power relay
12V
24V
Warning lamps
Red - stop
Orange - warning
Tachometer gauge
12V
24V
Oil pressure gauge
12V
24V
Coolant temp gauge
12V
24V
Multi function LCD display

46
Multiple defined speeds (C)

An application where the engine, in response to an arrangement of switched inputs will operate at one of a
range of defined speeds.
This is suitable for applications where the device has multiple operating speeds that are either defined for the
specific output reasons, for simplicity of operator use or for operation dependent upon the environment - e.g.
quiet modes.
This could include: auxiliary engine on road sweeper, multiple speed water pumps, etc.
The number of set speeds is restricted to four, the ECM is capable of providing more, however these are
outside the scope of the SEPU offering and require a specialist electronics application engineer.
If less than four set speeds are required then the unused speeds should be set at configuration / ordering to
the same as the selected idle speed and the wires not connected.
The engine speed should be configured by the machine manufacturer.
The droop characteristic for most of these applications will be 0% (isochronous).
47
Wiring diagram - multiple set speeds (C)

Machine Interface
Connector
10A
Ignition key
switch
Off
On
See note 1
56
57
Battery +
Battery +
70
Ignition switch input
23
12
Stop lamp
Warning lamp
43
Start aid control
42
Fuel pump power control
48
Fuel injection pump power +
31
Lift pump control
58
68
69
Fuel injection pump power Battery Battery -
37
Switch return
28
Throttle position switch 1
Start
To
starter
motor
relay
Stop lamp
3A
See note 4
Start aid relay

See note 5
To start aid
Fuel injection
pump relay
30A
20A
1
2

12V
+ Battery
supply
via ignition
1A
IGN
Send
Ground
Tachometer
There are many arrangements of these

switches posible. Essentially there are
Battery
negative
only 4 inputs nd how they are used will
+5 volts MIC
pin no 45
I
Coolant
temp
gauge
20
11
19
39
46
47
Frequency output (tachometer)

Pwm output (water temp.)
Pwm output (oil press.)
52
61
SAE J1939 +
SAE J1939 -
affect the configuration. See the next

section for common examples that lead
to different functionalities
oil
pressure
gauge
CAN J1939 BUS

NOTES
5. Fuse value 1104 - 50A Antisurge
1106 - 15A
120
OHM
Digital
display
R1525
48

Multiple set speed configuration parameters (C)
Description
Option

Code
System voltage

Rating definition

rating group number
Engine monitoring

1 (default)
Low idle speed
Idle speed in the range 700 rev / min to

1200 rev / min to the nearest 10 rev / min
Select as required,
Top engine limit

Select as required,
between the rated speed and 2750 rev / min
to the nearest 10 rev / min


accessories
Not used = 1
(default)
PWM throttle = 3

throttle
throttle
Analogue/PWM throttle 1 calibration

Defaults

(not PWM)

Not used = 2
1 (default)
Speed demand type 2

1 (default)

Defaults

Not used = 2
Select 2
Multi-position throttle switch coding
See tables in the follwing section
Not applicable (no throttle or single

throttle used) = 1
Summing = 3
Select 1
Start aid

Enabled = 2
Set speed control

1 (default)
Mode switches
(all switches open)


Leave as defaults
Defaults
49
Switch arrangement - two speed

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

Switch 4
position
Switch 3
Position
Switch 2
Position
Value
Switch 1
Position
Open
Open
Open
Open
Idle speed
Open
Open
Open
Closed
Enter required set operating speed in range 700 rev / min

- max rated speed to nearest 10 rev / min
Open
Open
Closed
Open
Enter required set operating speed in range 700 rev / min

- max rated speed to nearest 10 rev / min
Open
Open
Closed
Closed
Idle speed
Open
Closed
Open
Open
Idle speed
Open
Closed
Open
Closed
Idle speed
Open
Closed
Closed
Open
Idle speed
Open
Closed
Closed
Closed
Idle speed
Closed
Open
Open
Open
Idle speed
Closed
Open
Open
Closed
Idle speed
Closed
Open
Closed
Open
Idle speed
Closed
Open
Closed
Closed
Idle speed
Closed
Closed
Open
Open
Idle speed
Closed
Closed
Open
Closed
Idle speed
Closed
Closed
Closed
Open
Idle speed
Closed
Closed
Closed
Closed
Idle speed
50

Switch arrangement - four speed
Using 4 individual buttons / switches or a 5 position rotary switch.
28
Speed 1
28
Speed 1
20
Speed 2
20
Speed 2
11
Speed3
11
Speed 3
19
Speed4
19
Speed 4
37
Switch Return
37
Switch Return
Notes:
l If switches are used and they are not interlocking, i.e. they allow more than a single button to be depressed
at any one time then the engine can be made to default to low idle or to allow the button requesting the
highest speed to over-ride
l The operating speeds should be in the range 750 rev / min to Max rated speed in 10 rev / min steps.
Switch 4
position
Switch 3
position
Switch 2
position
Switch 1
position
Data required
by CEOS form
multiple buttons
pressed - highest
speed wins
Data required
by CEOS form
multiple button selection engine return to idle
Open
Open
Open
Open
Low idle speed
Low idle speed
Open
Open
Open
Closed
Operating speed 1
Operating speed 1
Open
Open
Closed
Open
Operating speed 2
Operating speed 2
Open
Open
Closed
Closed
Operating speed 2
Low idle speed
Open
Closed
Open
Open
Operating speed 3
Operating speed 3
Open
Closed
Open
Closed
Operating speed 3
Low idle speed
Open
Closed
Closed
Open
Operating speed 3
Low idle speed
Open
Closed
Closed
Closed
Operating speed 3
Low idle speed
Closed
Open
Open
Open
Operating speed 4
Operating speed 4
Closed
Open
Open
Closed
Operating speed 4
Low idle speed
Closed
Open
Closed
Open
Operating speed 4
Low idle speed
Closed
Open
Closed
Closed
Operating speed 4
Low idle speed
Closed
Closed
Open
Open
Operating speed 4
Low idle speed
Closed
Closed
Open
Closed
Operating speed 4
Low idle speed
Closed
Closed
Closed
Open
Operating speed 4
Low idle speed
Closed
Closed
Closed
Closed
Operating speed 4
Low idle speed
51
Switch arrangement - ten speed

Use the encoded rotary switch listed in the accessories section it is possible to select between ten different
engine speeds.
The switch is connected as shown.
1 0 p o s it io n
e n co d e d
s w itc h

Switch 4
position
Switch 3
position
Switch 2
position
Switch 1
position
3 7
S w itc h
R e tu rn
2 8
In p u t 1
2 0
In p u t 2
1 1
In p u t 3
1 9
In p u t 4
Data required by CEOS form multiple buttons

pressed - highest speed wins
Open
Open
Open
Open
Low idle speed
Open
Open
Open
Closed
Operating speed 1
Open
Open
Closed
Open
Operating speed 3
Open
Open
Closed
Closed
Operating speed 2
Open
Closed
Open
Open
Operating speed 7
Open
Closed
Open
Closed
Operating speed 6
Open
Closed
Closed
Open
Operating speed 4
Open
Closed
Closed
Closed
Operating speed 5
Closed
Open
Open
Open
Idle speed
Closed
Open
Open
Closed
Idle speed
Closed
Open
Closed
Open
Idle speed
Closed
Open
Closed
Closed
Idle speed
Closed
Closed
Open
Open
Operating speed 8
Closed
Closed
Open
Closed
Operating speed 9
Closed
Closed
Closed
Open
Idle speed
Closed
Closed
Closed
Closed
Operating speed 10
Note: This arrangement requires specific approval from Perkins Engines Applications Engineering
Department.
52

Multiple set speeds (C) - ancillaries
Component function
Fitment detail
Operating mode
Latching switch
Push button
Rocker switch
Single pole double throw

with central off position
Multi position speed switch
10 way multi position
Ignition key switch
Security keyed
simple lever
Start aid relay

12V
24V
Pump power relay
12V
24V
Warning lamps
Red - stop
Orange - warning
Tachometer gauge
12V
24V
Oil pressure gauge
12V
24V
Coolant temp gauge
12V
24V

53
Single variable speed (D)

An application where the engine, in response to a control input, e.g. a button press, accelerates from idle speed
up to the pre-defined operating engine speed. Once at the pre-defined operating speed, the engine speed may
be raised or lowered by increment / decrement button presses.
This is suitable for enhancing some of the applications of the single speed (set speed) control, or to provide a
variable speed control without having a throttle pedal / lever.
This functionality may benefit when the user wants to use set speed operation, but with the capability to adjust
it themselves - users may have a favourite operating speed.
This could include concrete pumps, hydraulic driven machines.
Options:
l The engine speed range limits should be configured by the machine manufacturer to ensure the engine
operates within a safe range for the machinery to which it is attached
l The speed change in response to each button press may be defined

l The droop characteristic for most of these applications will be 0% (isochronous).
Note: If the control input is not set (depressed), then the engine will remain / or return to idle and ignore the
speed increment and decrement buttons.

Note: This functionality will be available from November 2002.
54

Wiring diagram - single speed variable (D)
Machine Interface
Connector
10A
56 Battery +
57 Battery +
Ignition key
switch
Off
On
See note 1
Start
To
starter
motor
relay
Stop lamp
3A
23 Stop lamp
12 Warning lamp
See note 4
13 Set speed control lamp

Set speed control lamp
Start aid
relay
See note 5
To start aid
Fuel injection pump
relay
30A
20A
1
2

12V
37 Switch return
+ Battery
supply
via ignition
1A
IGN
Send
Ground
28 Set speed enable
Tachometer
Battery
negative
2 Set / lower speed

+5 volts MIC
pin no 45
3 Raise / resume speed
Safety interlock
20 (normally open)
29 Safety interlock
(normally closed)
Coolant
temp
gauge
Oil
pressure S
gauge

46 Pwm output (water temp)
47 Pwm output (oil press)
NOTES
1. Value dependent on starter motor relay current / auxilary loads.
5. Fuse value 1104 - 50A Antisurge
1106 - 15A
CAN J1939 BUS
52 SAE J1939 +
61 SAE J1939 120
OHM
Digital
display
D
R1526
55
Single speed variable (D) configuration parameters

Complete the following information on the CEOS system. Use defaults, if possible.
Description
Option
SEPU Order
Selection Code
System voltage

Rating definition

rating group number
Engine monitoring

1 (default)
Low idle speed
Idle speed in the range 700 rev / min to 1200 rev

/ min to the nearest 10 rev / min
Select as required,
recommend 750
(default)
Top engine limit
Enter required top engine limit in the range between Select as required,
the rated speed and 2750 rev / min to the nearest recommend 2750
10 rev / min
(default)


accessories
Not used = 1
PWM throttle = 3
Select 2 if using
Analogue throttle
throttle
calibration

throttles
Defaults


Not used = 2
1 (default)
Speed demand type 2

1 (default)

throttles
Defaults

validation

Not used = 2
Select 2

coding
Ignore
Defaults
Not applicable (no throttle or single throttle used)

=1
Summing = 3
Select 1
Start aid

Enabled = 2
Set speed control

1 (default)
Mode switches
(all switches open)

Select valid (row one

only)
Leave as defaults
Defaults
56

single speed variable (D) ancillaries
Component function
Fitment detail
Operating mode
Latching set speed switch
Push button toggle switch
Non latching Increment / decrement

switches
Push button
Ignition key switch
Security keyed
simple lever
Start aid relay

12V
24V
Pump power relay
12V
24V
Warning lamps
Red - stop
Orange - warning
Tachometer gauge
12V
24V
Oil pressure gauge
12V
24V
Coolant temp gauge
12V
24V

57
Full function mobile machine (E)

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

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

l Basic electrical skills to allow selection and installation of the engine set speed automatic disengagement
switches - if appropriate.
58

Wiring diagram - Full function (E)
Machine Interface
Connector
10A
Ignition key
switch
Off
See note 1
56 Battery +
57 Battery +
On
Start
To starter
motor relay
Stop lamp
23 Stop lamp
12 Warning lamp
13 Cruise control lamp
See note 4
3A

Cruise control lamp
Start aid
relay
See note 5
To start aid
Fuel injection pump

relay
30A
20A
1
2

45 Sensor vref +5v

25 Analogue throttle input 1
Analogue
throttle
1
sensor
and idle
validation
switch
12V
+ Battery
supply
via ignition
44 Sensor common 0 volts

37 Switch return
22 Idle validation switch input 1
Analogue
throttle
2
sensor
and idle
validation
switch
1A
18 Analogue throttle input 2
36 Idle validation switch input 2

IGN
Throttle 1 / throttle 2 selection switch
(only required is manual arbitration selected)
Send
Ground
Tachometer
Battery
negative
10 Throttle selection
Set speed control on / off switch

+5 volts MIC
pin no 45
I
Coolant
temp
gauge
28 Set speed control - on / off
Set speed control set / lower push button
Set speed control raise / resume push button
Clutch
Brake
Mode sw 1
Oil
pressure
gauge
Mode sw 2
19 Set speed control -speed 2

30 Mode switch 1
21 Mode switch 2
S
Mode sw 3
9 Mode switch 3
46 Pwm output (water temp.)
47 Pwm output (oil press.)
CAN J1939 BUS
52 SAE J1939 +
61 SAE J1939 -
NOTES
5. Fuse value
1104 - 50A Antisurge
1106 - 15A
Set speed control

3
- raise / resume
Set speed control 20 disengage (normally open)
Set speed control - disengage
29 (normally closed)
11 Set speed control - speed 1
Set speed control speed toggle switch

I
Set speed control

- set / lower
120
OHM
DIGITAL
DISPLAY
E
R1527
59
Full function (E) configuration parameters

Description
Options

Code
System voltage

Rating definition
Insert the appropriate rating

group number
Engine monitoring

1 (default)
Low idle speed
Idle speed in the range 700 rev / min to 1200

rev / min to the nearest 10 rev / min
Select as required,
Top engine limit

between the rated speed and 2750 rev / min to
the nearest 10 rev / min
Select as required,


accessories
Not used = 1
PWM throttle = 3

throttle
throttle
calibration

throttles
Defaults


Not used = 2
1 (default)
Speed demand type 2

1 (default)

throttles
Defaults

validation

Not used = 2
Select 2

coding
Ignore
Defaults
Not applicable (no throttle or single throttle

used) = 1
Summing = 3
Select 1
Start aid

Enabled = 2
Set speed control

1 (default)
Mode switches
(all switches open)


Leave as defaults
Defaults
60

Full function (E) ancillaries
Component function
Fitment detail
Foot pedal floor mount
Throttle.
select only one
Operating mode
Foot pedal bulkhead mount
Hand throttle
Throttle spindle - suitable for attaching a

bell crank to
Latching switch
Bulkhead / panel fixing - speed engine Push button

set speed on / off
toggle switch
Non-latching switch

- set / lower, raise / resume
Push button
Ignition key switch
Security keyed
simple lever
Start aid relay

- only if start aid specified
12V
24V
Pump power relay
12V
24V
Warning lamps
Red - stop
Orange - warning
Yellow - engine set speed
Tachometer gauge
12V
24V
Oil pressure gauge
12V
24V
Coolant temp gauge
12V
24V

61
This page is intentionally blank

Perkins 1100 Series: Electronic Specification Supplement

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Perkins 1100 Series: Electronic Specification Supplement

Hochgeladen von

Copyright:

Verfügbare Formate

Perkins 1100 Series

The information in this manual is CONFIDENTIAL GREEN

Publication TPD 1475E, Issue 1.

Engine Electronic Reference Manual

Supported Engine Parameters - J1939-71

Standard Electronic Power Unit (SEPU) Options

The following pages contain a detailed table of contents

1100 Series, All models

Engine electrical control

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

1100 Series, All models

2 Supported engine parameters - J1939

Data and features available over the J1939 link

3 Standard Electronic Power Unit (SEPU) Options

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

1100 Series, All models

Multiple defined speeds (C)

Single variable speed (D)

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

This page is intentionally blank

1100 Series, All models

Abbreviations and definitions

1100 Series, All models

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

1100 Series, All models

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

1100 Series, All models

1100 Series electronic circuit diagram

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

1100 Series, All models

Machine / operator demands

Engine speed demand

1 x PWM throttle position sensor.

Conventional throttle mechanisms

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

1100 Series, All models

PWM speed control

Multi position switch

Speed demand throttle arbitration

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

1100 Series, All models

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

1100 Series, All models

Variable (set speed) control of engine speed

Two set speed control

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

1100 Series, All models

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

1100 Series, All models

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

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

1100 Series, All models

Communication driven displays

l Diagnostic fault codes (active and logged)

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

1100 Series, All models

Engine electrical control

Engine control / protection

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

1100 Series, All models

Lubricating oil pressure

Critical protection override

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