Informacion Del ECM International Vehiculos Serie 4000
Informacion Del ECM International Vehiculos Serie 4000
Informacion Del ECM International Vehiculos Serie 4000
2004
4000 Models
ECM2 Electronic Engine Control Features and Programmable Parameters For International
Diamond Logic II Controlled Engines Only
Remote Engine Speed Controller
RESCM
Optional Remote
Engine Speed
Controller present only
with code
12VXY
Cruise Control
Switches on
Steering Wheel
Cruise Control
On/Off
Switch
On
R/A
Off
S/C
Cruise Control
Resume/Accel
and
Set/Coast
Switch
ESC
Vehicle Controller
J1939
Public
Datalink
ECM2
Engine Control
Module
Body / Equipment
Manufacturer Supplied
International Supplied
-- -- -- OR -- -- -12V Ignition
* K97DF 18VT
* Optional hard-wired
circuits present only
with code
12VYC
Circuit Number
Gauge & Color
* K97CB 18VT
* K97CC 18VT
* K46B 18GY
* K46A 18GY
VT = Violet
GY = Grey
Cruise Control
Switches on
Steering Wheel
Cruise Control
On/Off
Switch
On
R/A
Off
S/C
* K47B 18GY
* K97AR 18VT
J1939
Public
Datalink
Cruise Control
Resume/Accel
and
Set/Coast
Switch
ESC
Vehicle Controller
Table of Contents
1
2
3
5
6
7
Figures
Figure 1.1 Engine Control Module and Wire Connection Location..............................................................8
Figure 1.2 Closer View of Location for Body Builder Connections .............................................................9
Figure 1.3 Remote Engine Speed Control Module, RESCM ......................................................................10
Figure 1.4 RESCM- J1939, Power, & Ground Connectors ........................................................................10
Figure 1.5 RESCM- Body Builder (Applications) Connector .....................................................................10
Figure 3.1 (STANDARD) In-Cab Switches located on the steering wheel................................................14
Figure 3.2 In-Cab Switch Layout for Engine Control with hardwired body builder wiring present..........15
Figure 3.3 In-Cab Switch Layout for Engine Control with a Remote Engine Speed Controller present ...16
Figure 3.4 Remote Installation for Preset Engine Control using hardwired body builder wiring ...............17
Figure 3.5 Remote Installation for Preset Engine Control using Remote Engine Speed Controller ..........18
Figure 3.6 Variable Engine Speed Control Schematic using hardwired body builder wiring....................21
Figure 3.7 Variable Engine Speed Control Schematic using Remote Engine Speed Controller................22
Figure 4.1 Split Shaft Engine Speed Control ..............................................................................................25
Figure 5.1 Switch Requirements ..................................................................................................................26
Figure 5.2 Remote Throttle Interface Example...........................................................................................27
Figure 6.1 Circuit Diagram for Remote Engine Start ..................................................................................29
Figure 6.2 Circuit Diagram for Remote Engine Start ..................................................................................29
Figure 7.1 Body Builder Connections..........................................................................................................31
Figure 8.1 Master Disconnect Switch Insertion Point .................................................................................33
Figure 8.2 ATA Data Link Connections ......................................................................................................34
Tables
Table 1.1 Functions available with 12VYC, hardwired body builder wiring...............................................8
Table 2.1 Diagnostic Tool Display Items for Monitoring Speed Control Features ....................................11
Table 2.2 Speed Control Feature Parameter Matrix....................................................................................12
Table 3.1 Programmable Parameter Attributes for PTO Engine Speed Control ........................................13
Table 3.2 Preset Engine Speed Control Switch Use ...................................................................................14
Table 3.3 Variable Engine Speed Control Switch Interpretations ..............................................................19
Table 5.1 Accelerator Pedal Sensor Wire Colors and Signals .....................................................................28
Table 5.2 Remote Accelerator Pedal Sensor Voltage Levels ......................................................................28
Table 7.1 Body Builder Connections ...........................................................................................................30
Table 7.2 Connectors 9900 & 9910 .............................................................................................................30
Table 7.3 Wire Gauges and Circuit Protection Devices ..............................................................................31
Table 7.4 Circuit Breaker Part Numbers......................................................................................................32
Table 8.1 Signal Interface Parameters .........................................................................................................34
Component Information:
ECM2 Engine Control System
FOREWORDBody Builder Data Book
The CT-471 Body Builder Data is a set of booklets. The complete set includes:
General Information Body Builder Data booklet for information about the International Truck product line
Model Series Body Builder Data booklets that contain information related to the features and specifications for
each of their respective models
Component Body Builder Data booklets containing information for components that have common application in
more than one truck series
This manual is part of the Component booklets and shall describe the engine speed control features for operating auxiliary
equipment as applied to the new ECM2 engine control system.
PUBLICATION PURPOSE
The purpose of this document is to provide background and examples to properly install and operate auxiliary equipment that is
connected to an International engine with the new ECM2 engine control system.
International Truck & Engine Corporation (International) provides flexibility for its customers by providing a truck chassis that
can be assembled for a multitude of applications (ie. refuse packer, crane, wrecker, etc). Typically, International does not
provide the final assembly for a particular application, so the truck chassis is sent to a body builder for completion. The body
builder must understand how to interface and operate the International engine with any auxiliary equipment.
This document is not intended as a cookbook. The circuitry described in this manual should be used as a guide. You must
adapt the principals illustrated and develop designs that suit your durability, installation, and parts availability needs. This
manual shows individual examples of engine speed control interfaces. These individual examples can be combined to form
multi-function applications. For example, the same vehicle can use multiple engine speed control features such as the Remote
Throttle feature to provide the power needed to operate a crane, while using Preset Engine Speed Control to operate an air
compressor.
The content of this document is two-fold:
ECM2 Engine Speed Control features:
This document provides the information needed to integrate the ECM2 International electronic engine with auxiliary
equipment such as air compressors, hydraulic pumps, generators and other equipment powered by the electronic
engine.
ECM2 Programmable Parameters:
This information supports the process used by International Engine customers to specify values to be programmed for
both factory programmable parameters and field programmable parameters. The programmable parameters are
described in detail under each feature.
Contents In this Body Builder Book, International Truck and Engine Corporation provides information about its different
products to assist those who wish to modify these products for individual applications. International does not recommend or
approve any firm nor make any judgments on the quality of the work performed by a particular firm. Individuals who use the
services of a body builder must satisfy themselves as to the quality of the work.
The party installing a body, equipment, a fifth wheel, etc., to complete the vehicle for delivery and make it road-ready is
responsible to see that the completed vehicle meets all applicable safety standards.
Specifications, descriptions and illustrative material in this literature are as accurate as known at time of publication, but are
subject to change without notice. Illustrations are not always to scale and may include optional equipment and accessories but
may not include all standard equipment.
International and the International logotype are registered trademarks of International Truck and Engine Corporation.
DISCLAIMER
NOTE: International does not take any responsibility for customer or body builder wiring.
After-market installed wiring for engine speed control must comply with the following
guidelines:
1.
Sealed switches and connectors must be used for switches and connections that are exposed to the weather or to salt
spray emanating from the vehicles tires.
2. Route and clip wiring to minimize chaffing and exposure to weather. Use conduit, loom, and/or tape to achieve this.
3. Fuse all power leads as close to the power source as possible. Remember fuses protect the wiring size fuses
accordingly.
4. All ground connections that will be made to the frame or body must be connected to clean bare metal. Remove all
dirt, paint, grease and rust that would insulate the terminal from ground. After connecting the ground, seal the
connection with a good quality grease or surface sealant to protect the connection from corrosion.
5. Spliced wires should be twisted together and soldered. Use a heat shrink tube with a meltable inner wall to seal the
connection. Do not expose splices to the weather.
CAUTION To avoid damage to vehicle electronic components, disconnect both the positive (+) and the negative ()
battery cables prior to electric welding. Attach the welders ground cable as close as possible to the joint being welded. If it is
necessary to weld close to an electronic component, it is recommended that the electronic component be temporarily removed.
Warning: To avoid sudden, unexpected vehicle movement and possible personal injury:
Always fully set the parking brake. Do not use the gearshift lever instead of the parking brake.
Turn off the engine when you leave the vehicle. Never leave the vehicle unattended with the engine running.
More flexible installation locations control stations can be installed anywhere you can run wires or where a Remote
Engine Speed Controller can be mounted. In fact, by using a RESCM the wire lengths can be shortened considerably.
Instead of running wires the length of the truck to the engine controller, the wires and switches can be wired to a
RESCM which can be located within close proximity of the engine speed control station (currently mounted on the
back of the battery box or under the cab, depending on the configuration). Engine speed control can be initiated from
outside or inside the vehicles cab.
2. Capability to use either discrete hardwires to the engine controller or to the multiplexed Remote Engine Speed
Controller (RESCM).
3. Precise engine speed governing the electronic engines will maintain engine speed within ~50 RPM (2 percent) of
the set point. Accurate engine speed control should provide predictable flow and pressure from hydraulic pumps.
4. Two built-in engine speed selections (besides idle) for operating auxiliary equipment. Variable speed selections are
also available through a remote throttle potentiometer or through switches to increase or decrease engine speed.
5. Control stations can be disabled by integrating equipment interlocks into them.
6. Diagnostics and programming are accomplished using either a PC-based software package or an electronic service
tool.
7. Increases in engine speed are ramped, instead of accelerating the engine at full fuel levels. The slower load transfer
rates can increase the equipment life of some mechanical systems.
8. Soft featuresFeature selection and operating set points and limits can be changed to adapt the chassis to the new
equipment.
9. A Password protects the configuration and speed settings from tampering.
10. Reduced assembly, maintenance, and repair costs over comparable mechanical control systems.
Hardware and software aspects of each engine speed control feature are discussed in this document. All options for features
can be programmed at the factory. Features can be changed in the field after the vehicle has been manufactured using a pc-type
computer or an electronic service tool. Section 2 reviews both the monitoring feature and programming capability using the
pc-based Master Diagnostic Software (MDS) and the handheld Electronic Service Tool (EST). Emphasis will be placed on the
MDS in this manual since at this time it is more commonly used in industry for field diagnostics and programming than the
EST.
International Truck has two electrical configurations for its trucks depending on the truck model:
The older system uses extensive direct wiring to the engine for its needed inputs and some outputs. It still requires data output
via J1587 for gauge data (clusters, drivers displays, etc.) and J1939 data transfer for powertrain control such as transmission shift
assist, ABS retarder override, ATC throttle derate, etc. if the suppliers choose to offer these features.
The Next Generation Vehicle (NGV) electrical system significantly reduces the direct wiring to the powertrain components.
This system uses an Electrical System Controller (ESC) which can be considered a vehicle control module. All of the in-cab
switches which were formerly direct wired to the powertrain modules are now connected to this ESC which then communicates
the values to the other devices via J1939. The trucks implementing this system also use a J1939 driven cluster and still, in
general, maintain the same powertrain interfacing (Engine-Transmission-ABS) as in previous vehicles. Even with this increased
J1939 usage, the standard J1587 communications are still available for uses such as diagnostics as the supplier chooses.
1.1
ECM2 Engine Control System
The ECM2 is one of two electronic controllers on the International VT365 and I313 engine. The Engine Control Module
(ECM2) and Injector Drive Module (IDM2) are mounted directly on the engine. These two controllers work in conjunction to
allow the engine to run and operate. The ECM2 is considered the computer brain for the engine, while the IDM2 acts as a
computer brain for the fuel injection. The ECM2 also interfaces with other vehicle features such as communicating with the
Cruise Control switches, PTO switches, and Accelerator Pedal to name a few.
The ECM2 engine control system has been specifically designed to work with the new multiplex system, using the J1939
datalink to communicate with the ESC. As a result, some of the hardwired switches from the days of old have been removed
from the engine controller and have been replaced by a multiplexed switch that has its information sent to the engine controller
over the J1939 datalink. A few examples of switches that are now multiplexed are: Cruise Control and PTO switches, Brake
Pedal switch, and Clutch Pedal switch to name a few.
1.2
Remote Engine Speed Controller
As stated earlier and different from past International vehicles, NGV Electrical System uses multiplexed wiring technologies
for interfacing major functional areas of the vehicle. The NGV Electrical System includes the Remote Engine Speed Control
Module (RESCM) to provide a means to control engine speed from a remote location on the vehicle. The RESCM is
responsible for interfacing control signals to the operator and communicates signal status over J1939 datalink. Furthermore,
the system relies on software algorithms to accomplish logic functions instead of implementing similar features using complex
wire harness designs with relays and switches. A natural benefit of this system is increased diagnostic capability in terms of
on-line, off-line, and off-board testing as well as simplifying the harness design. In laypersons terms, the new electrical
system uses switches that communicate digital messages over a two-wire datalink, rather than having to hardwire a large
bundle of wires that would often extend from one end of the truck to the other. Also, the RESCM is able to accomplish all of
the functionality that the old hardwire method was able to achieve.
1.3
Body Builder Wiring
When control over engine speed is required from outside the vehicle cab, remote mounted switches [either hardwired (12VYC)
or multiplexed using the RESCM (12VXY)] must be used. Even though the NGV electrical system tends not to use discrete
hardwires, International has decided to retain certain body builder inputs as hardwired to the engine controller. Depending
upon the function desired, it may be more cost effective to continue with the old method of hardwiring certain inputs.
When code 12VYC is ordered, the hardwired inputs and body builder wiring are still made available. However, there is a
limited set of functions available when using the hardwire method. Not all of the engine controller inputs were able to be
saved with the new ECM2 engine controller. See Table 1.1. The hardwired version does not include such features as Remote
Throttle or Transfer Case/Split Shaft. If those functions are desired, the Remote Engine Speed Control Module (RESCM) must
be ordered.
Again, body builder wiring connections are provided only when code 12VYC is specified. The controller module and the
wiring connections for body builder use are generally located underneath the hood of the truck. Figure 1.1 shows a picture of
a truck cab with the hood raised to reveal the engine. The location of the controller module and wire connections for a typical
VT365 V8 engine is circled in the figure. A more detailed view of the enclosed area is depicted in Figure 1.2. It is highly
recommended by International that a male/female connector pair be used to interface with the body builder wires.
Recommended connectors can be found in Appendix D2 and D3. Hardwire connections should be avoided if possible in order
to make electrical diagnostics and servicing convenient. Electrical wires spliced to these connections should be twisted
together and then soldered. A heat shrink tube should be used to seal the connections and the splices should not be exposed to
the weather. Each wire connection has a circuit number printed on the insulation. Table 1.1 summarizes the circuit numbers
and functions available with the hardwired version, 12VYC. In addition, the table includes information on wire gauge sizes
and colors.
Table 1.1 Functions available with 12VYC, hardwired body builder wiring
Circuit #
K97CB
K97CC
K46B
K46A
K47B
K97AR
K97DF**
Function
18 / Violet
18 / Violet
18 / Gray
18 / Gray
18 / Gray
18 / Violet
18 / Violet
It is highly recommended by International that a male/female connector pair be used to interface with these
wires. Recommended connectors can be found in Appendix D2 and D3. Hardwire connections should be
avoided if possible in order to make electrical diagnostics and servicing convenient.
The other option is to order a RESCM by using code 12VXY. See Figure 1.3, Figure 1.4, and Figure 1.5. The RESCM uses
the J1939 datalink to transmit (multiplex) the messages to the engine controller that were previously hardwired with pastgeneration International trucks. The operation of the engine control features behaves exactly the same whether the body
builder switches are hardwired or multiplexed. Plus, added functionality (ie. Remote Throttle and Transfer Case/Split Shaft) is
available with the RESCM. Because there are no longer hardwired inputs to the engine controller for the two above mentioned
features, the RESCM (12VXY) must be ordered if such functions are desired. If 12VXY is ordered, the RESCM is mounted
with the J1939 datalink, power and ground wires already connected (connectors J1 and J2). Body Builder applications are
installed into the J3 connector.
Figure 1.3 Remote Engine Speed Control Module, RESCM
J1, J2
Figure 1.5 RESCM- Body Builder (Applications) Connector
J3, Applications
After engine assembly, changes can be made using the Master Diagnostics Software (MDS) package or the Electronic Service
Tool (EST). The scope of the changes that may be needed is discussed in this section. International primarily uses the Master
Diagnostic Software package for engine control diagnostics and programming. The MDS permits monitoring of engine speed
control functions during engine operation. This tool also permits modification of engine speed control parameters via reprogramming. The specific functions for monitoring and programming are discussed in this section. In order to use the
software package, a pc-type computer must be interfaced to the controller through the PCs communications port using an
adapter harness. Appendix A shows the required part numbers to connect the computer. The software package can be installed
on a computer by following the instructions on the installation disk.
In addition to the MDS, International also uses the MPSI Pro-Link 9000 EST for engine control diagnostics and programming.
The tool contains a micro-processor, keypad, and screen with removable application cartridges. A preliminary description of
important EST features related to engine speed control is also included in this section. The service tool and cartridges can be
purchased through International part dealers. Appendix A shows the service part numbers for the MPSI Pro-link 9000 and
International Electronic Engine Cartridge. However, this scan tool is no longer in wide use and will only be briefly mentioned
in this section.
2.1
Monitoring Engine Speed Control Parameters with Master Diagnostics Software
MDS can be used to monitor engine speed control parameters during equipment operation. Table 2.1 shows the data display
items for engine speed control features that are displayed by the diagnostic software. Beside each item is a short explanation of
the data displayed. Switch states and accelerator pedal values contained in Table 2.1 are shown while the engine is not
running and the ignition key is on. This Key On/Engine Off functionality permits a particular installation to be verified prior to
actual use. Active values for PTO related parameters appear only when PTO MODE is set to REMOTE, IN-CAB or INCAB+REMOTE. Remote throttle indications appear only when REMOTE-PEDAL is set to ON. Similar data display names
are used by the EST. The next section discusses programming for each engine speed control feature.
Table 2.1 Diagnostic Tool Display Items for Monitoring Speed Control Features
MDS Tool and
MPSI EST
Display Item
Accel Pedal
Value
0.00%
2.2
Preset
Engine
Speed
Control
Yes
Yes
Yes 2
No 2
Yes
Yes
Yes
Yes
No
No
Variable
Engine
Speed
Control
Yes
Yes
Yes 2
No 2
No
No
Yes
Yes
No
No
Remote
Throttle
Pedal
Remote
Engine
Speed
Control
Yes
No 1
No 1
Yes
No 1
No 1
Yes
Yes
No
No
Mobile
Engine
Speed
Control
Yes
Yes
Yes 2
No 2
No
No
Yes
Yes
Yes
Yes
Split Shaft
There are 3 different engine speed control features available for vehicle vocations:
Preset Engine Speed Control
Variable Engine Speed Control
Mobile Variable Engine Speed Control
The first two features require a non-moving (stationary) vehicle for operation. The Preset feature always controls engine
speed to a previously programmed value, while the Variable feature permits a desired engine speed to be selected via the incab or remote mounted switches. The Mobile Variable feature is the same as the Variable feature, with the exception that
the vehicle can be moving or stationary during PTO operation.
Table 3.1 lists the programmable parameters that apply to these three PTO Engine Speed Control features. For each
programmable parameter, this table shows the minimum and maximum permissible values that can be programmed,
engineering units, and the resolution (increment) applicable for a particular parameter.
Detailed descriptions are provided for each of the programmable parameters in the Programmable Parameters, Section Error!
Reference source not found..
Table 3.1 Programmable Parameter Attributes for PTO Engine Speed Control
Master Diagnostic Tool
Variable Name
PTO: Power Take Off Mode
PTO: In-Cab Mode
PTO: In-Cab Control
PTO: Remote Pedal
PTO: Preset RPM 1 (Set)
PTO: Preset RPM 2 (Resume)
PTO: Max RPM
PTO: RPM Ramp Rate
PTO: Max VS
Units
Lower Limit
Upper Limit
Increment
N/A
N/A
N/A
N/A
RPM
RPM
RPM
RPM/SEC
MPH
0
0
0
0
LOW IDLE
LOW IDLE
LOW IDLE
1
2
3
3
1
1
GOVERNED SPEED
GOVERNED SPEED
GOVERNED SPEED
1500
20
1
1
1
1
1
1
1
1
1
3.1
Preset Engine Speed Control
This feature provides two pre-determined engine speed settings (besides idle) for equipment operation. Preset Engine Speed
Control satisfies the majority of the intended engine speed control applications. Use Preset Engine Speed Control when a
constant engine speed is required to operate equipment. Either the in-cab engine speed controls or remotely mounted control
stations may be used.
Typical operation of this system requires the operator to perform the following steps:
1) Activate the system.
2) Select one of the desired engine speeds using the SET/COAST or RESUME/ACCEL switch.
The SET/COAST switch requests one preset speed setting; while the RESUME/ACCEL switch requests the other
preset speed. Once one of these switches has been pressed, engine speed will begin ramping to the pre-programmed
engine speed set-point.
The desired engine speed set-point can be field-programmed to any speed between low idle and governed engine speed. Preset
Engine Speed Control operates only while the vehicle is stationary. Manipulation of cab located sensor inputs (ie. Neutral
safety, Service Brake, or Clutch Pedal) will cause the engine speed control to disengage.
Preset Engine Speed Control can be combined with a Remote Throttle. If the engine RPM has reached the desired preset
engine speed and a remote throttle input is present, the engine will respond to the greatest demand. In other words if the
remote throttle is pressed so that the demanded engine speed is greater than the preset engine speed, the engine will ramp up to
the greater of the two. Once the remote throttle pedal is released, the engine speed will ramp back down to the preset engine
speed.
Table 3.2 summarizes the operation of Preset Engine Speed Control. The columns are labeled with the switch inputs. The first
row discusses what happens when the switch contacts are momentarily closed. The second row discusses the effect of held
switches (continuous contact) or multiple use of the same switch.
Table 3.2 Preset Engine Speed Control Switch Use
Single
Press
(Momentary
Contact)
Held Switch
(Continuous
Contact)
ON
Enables
engine
speed
control
OFF
Disables
engine
speed
control
SET/COAST
Sets the desired engine
speed to the Set Switch
RPM
RESUME/ACCEL
Sets the desired
engine speed to
the Resume Switch
RPM
BRAKE
Deactivates engine
speed control and
establishes a standby
state. Engine speed
returns to low idle rpm.
Enables
engine
speed
control
Disables
engine
speed
control
Same 1
Same 1
The change In
brake status
establishes the
standby state.
CLUTCH
Deactivates
engine speed
control and
establishes a
standby state.
Engine speed
returns to low idle
rpm.
The change in
driveline status
establishes the
standby state.
NOTE: 1 The held switch acts like the switch is being hit multiple times.
AIR
HORN
ON
Cruise/
Throttle
OFF
SET/
CRUISE
RESUME/
ACCEL
Warning--To avoid sudden, unexpected vehicle movement and possible personal injury:
Always fully set the parking brake when using the Preset PTO Engine Speed Control Feature.
Do not abort the Preset Engine Speed Control Feature by shifting an automatic transmission from neutral gear into a
forward or reverse gear.
Turn off the engine when you leave the vehicle. Never leave the vehicle unattended with the engine running.
12V Ignition
* K97DF 18VT
Circuit Number
Gauge & Color
* Optional hard-wired
circuits present only
with code
12VYC
* K97CB 18VT
* K97CC 18VT
* K46B 18GY
* K46A 18GY
VT = Violet
GY = Grey
Body / Equipment
Manufacturer Supplied
Cruise Control
Switches on
Steering Wheel
Cruise Control
On/Off
Switch
On
R/A
Off
S/C
* K47B 18GY
* K97AR 18VT
International Supplied
J1939
Public
Datalink
Cruise Control
Resume/Accel
and
Set/Coast
Switch
ESC
Vehicle Controller
Figure 3.3 In-Cab Switch Layout for Engine Control with a Remote Engine Speed Controller present
RESCM
Optional Remote
Engine Speed
Controller present only
with code
12VXY
Cruise Control
Switches on
Steering Wheel
Cruise Control
On/Off
Switch
On
R/A
Off
S/C
Cruise Control
Resume/Accel
and
Set/Coast
Switch
J1939
Private
Datalink
ESC
Vehicle Controller
J1939
Public
Datalink
Body / Equipment
Manufacturer Supplied
International Supplied
ECM2
Engine Control
Module
Figure 3.4 Remote Installation for Preset Engine Control using hardwired body builder wiring
12V Ignition
* K97DF 18VT
#
Preset Speed Switch
Circuit Number
Gauge & Color
* K97CB 18VT
* K97CC 18VT
Set/Coast
Speed1
* K46B 18GY
with code
Resume/Accel
Speed 2 * K46A 18GY
* Optional hard-wired
circuits present only
Cruise Control
On/Off
Switch
On
R/A
Off
S/C
* K47B 18GY
* K97AR 18VT
J1939
Public
Datalink
Cruise Control
Resume/Accel
and
Set/Coast
Switch
ESC
Vehicle Controller
12VYC
Body / Equipment
Manufacturer Supplied
Cruise Control
Switches on
Steering Wheel
International Supplied
VT = Violet
Momentary
Switch
Toggle
Switch
GY = Grey
Figure 3.5 Remote Installation for Preset Engine Control using the Remote Engine Speed Controller
RESCM
Cruise Control
Switches on
Steering Wheel
Set/Coast
Speed1
Resume/Accel
Speed2
Cruise Control
On/Off
Switch
On
R/A
Off
S/C
J1939
Private
Datalink
ESC
Vehicle Controller
Momentary
Switch
Optional Remote
Engine Speed
Controller present only
with code
12VXY
Toggle
Switch
GY = Grey
Body / Equipment
Manufacturer Supplied
J1939
Public
Datalink
VT = Violet
Cruise Control
Resume/Accel
and
Set/Coast
Switch
International Supplied
ECM2
Engine Control
Module
3.2
Variable Engine Speed Control
Variable engine speed control permits a desired engine speed to be achieved between low idle and rated engine speed even
without use of the accelerator pedal or Remote Throttle. The switches that must be used to achieve this functionality are ON,
OFF, SET/COAST, and RESUME/ACCEL. These switches can be remote and/or cab mounted. If only temporary increases in
engine speed are needed, consider using Preset Engine Speed Control in combination with the Remote Throttle. Table 3.3
summarizes the operation of Variable Engine Speed Control. Columns are labeled according to the switch being used. The
first row presents the control systems response when the toggle switch position is changed by the operator. The second row
documents the control systems response when the switch contacts are momentarily closed. The third row discusses the effect
of maintaining a switch in the closed (pressed) condition; this row also discusses multiple applications of the same switch.
Table 3.3 Variable Engine Speed Control Switch Interpretations
On/Off switch
(Toggle Switch)
Single Press
(Momentary
Contact)
ON
OFF
Turns engine
speed
control ON
(remote)
Turns engine
speed
control ON
(in-cab only)
Turns engine
speed
control OFF
(remote)
Turns engine
speed
control OFF
(in-cab only)
SET/
COAST
Not Applicable
RESUME/
ACCEL
Not Applicable
BRAKE
CLUTCH
Not Applicable
Not Applicable
Resume speed
control function at
the last desired
engine speed, if in
standby state.
Deactivate
vehicle speed
control and
maintain
standby state.
Deactivate
vehicle speed
control and
maintain
standby state.
Increase engine
speed by 25 RPM,
if active.
(Pedal use
returns the
engine to the
low idle
speed.)1
Any change in
brake status
establishes a
standby state.1
(Pedal use
returns the
engine to the
low idle
speed.)1
Any change in
driveline
status
establishes a
standby
state.1
Decrease engine
speed by 25 RPM, if
active.
Held Switch
(Continuous
Contact)
Not
Applicable
Not
Applicable
Decrease engine
speed if engine
speed control is
active 2
Increase engine
speed if engine
speed control is
active 2
NOTE:
1 Engine speed control stops only when there is a transition from one pedal state (pedal pressed or pedal released) to the other.
2 The held switch acts like the switch is being hit multiple times, until the switch is released. When the RESUME switch is
held closed, the engine speed will be commanded to accelerate. When held, the standby state will be momentarily recognized ,
then engine speed will continue to accelerate.
Note that these actions are always applicable for in-cab PTO Operation, regardless of the value programmed for the parameter
PTO IN-CAB CONTROL. Only when engine speed is controlled by remote input signals and the cab interface is disabled
will the engine speed be unaffected by the above actions.
WARNING!
SHIFT OF AUTOMATIC TRANSMISSION FROM NEUTRAL TO FORWARD OR REVERSE GEAR WHILE
OPERATING ANY PTO MODE IS NOT RECOMMENDED; VEHICLE MAY LURCH FORWARD WHEN
TRANSMISSION IS PLACED IN GEAR DUE TO INCREASED POWER OUTPUT OF THE ENGINE WHICH IS
OPERATING AT THE ELEVATED ENGINE SPEED.
Warning--To avoid sudden, unexpected vehicle movement and possible personal injury:
Always fully set the parking brake. Do not use the gearshift lever instead of the parking brake.
Turn off the engine when you leave the vehicle. Never leave the vehicle unattended with the engine running.
3.2.2 In-Cab Switch Configuration for Operation of Variable Engine Speed Control
Once again, the right-hand portion of Figure 3.2 and Figure 3.3 illustrates the circuitry provided by International for in-cab
operation of Variable Engine Speed Control. This circuitry is provided by International and must not be tampered with.
WARNING!
Be aware that the Remote Set Switch and Remote Resume Switch are connected in parallel (logic OR-ed) with the cabmounted SET/COAST and RESUME/ACCEL switches respectively. This means that once preset Variable PTO Engine Speed
Control has been placed in standby on-mode (by pressing either the In-Cab located CRUISE ON switch, or the remotely
located REMOTE VARIABLE PTO ON switch), the desired engine speed can be modified both from within the cab or from
the remote located PTO Engine Speed Control switches. This is ALWAYS TRUE, even when the PTO MODE parameter is
programmed for REMOTE OPERATION ONLY.
Figure 3.6 Variable Engine Speed Control Schematic using hardwired body builder wiring
12V Ignition
* K97DF 18VT
Circuit Number
Gauge & Color
* K97CB 18VT
* K46B 18GY
with code
Resume/Accel
Speed 2 * K46A 18GY
* Optional hard-wired
circuits present only
Cruise Control
On/Off
Switch
On
R/A
Off
S/C
* K47B 18GY
* K97AR 18VT
J1939
Public
Datalink
Cruise Control
Resume/Accel
and
Set/Coast
Switch
ESC
Vehicle Controller
12VYC
Body / Equipment
Manufacturer Supplied
Cruise Control
Switches on
Steering Wheel
International Supplied
VT = Violet
Momentary
Switch
Toggle
Switch
GY = Grey
Figure 3.7 Variable Engine Speed Control Schematic using Remote Engine Speed Controller
RESCM
Cruise Control
Switches on
Steering Wheel
Cruise Control
On/Off
Switch
On
R/A
Off
S/C
J1939
Private
Datalink
ESC
Vehicle Controller
Momentary
Switch
Optional Remote
Engine Speed
Controller present only
with code
12VXY
Toggle
Switch
GY = Grey
Body / Equipment
Manufacturer Supplied
J1939
Public
Datalink
VT = Violet
Cruise Control
Resume/Accel
and
Set/Coast
Switch
International Supplied
ECM2
Engine Control
Module
3.3
Engine Speed Control for Mobile Applications
This section discusses the Variable Mobile Engine Speed Control. Mobile Variable Engine Speed Control functions like cruise
control, except that the engine speed (instead of the vehicle speed) is being controlled. Mobile control can be performed only
below a programmed maximum vehicle speed. The default vehicle speed limit is 20 MPH.
Functionality for mobile control is identical to the functionality described previously for Variable PTO Engine Speed Control,
with the exception that the vehicle is no longer required to be stationary; vehicle movement is permitted up to a maximum
threshold, specified by the programmable parameter PTO Max Veh Speed.
When the specified vehicle speed limit is exceeded, Variable Engine Speed Control will be placed in the standby mode of
operation and engine speed will return to idle. Pressing the RESUME/ACCEL switch after the vehicle speed has slowed to a
value less than the programmed maximum speed limit will reestablish engine speed control at the previously selected engine
speed. Changes in the status of the brake and clutch switches will also return the engine to its idle speed.
Switch functionality remains the same as described for the Variable Stationary Engine Speed Control switches (see Table 3.3).
Press the CRUISE ON switch to turn on Engine Speed Control. Press the SET/COAST switch to select an engine speed. Then
press RESUME/ACCEL or SET/COAST until the desired engine speed is achieved. Momentary presses of the
RESUME/ACCEL and SET/COAST switches will cause the engine speed to increase or decrease by a small amount. This
incremental amount can be used to fine tune the engine speed selected. Should speed control be interrupted by the brake or the
clutch switches, press the RESUME/ACCEL switch to return to the last engine speed set point. The engines acceleration will
be limited to the PTO RPM Ramp Rate. The acceleration limit can be set to reduce the stress on the auxiliary equipment
power couplings.
This section describes the Transfer Case/Split Shaft feature and its applications. This feature is used in conjunction with
Engine Speed Control and is targeted for applications that use a transfer case or auxiliary driveshaft. The auxiliary drive unit is
often connected to a pump that performs vacuum functions. (ie. sewage removal truck). Figure 4.1 illustrates the wiring
required for a typical Split Shaft application.
4.1
Transfer Case Switch Operation
The Transfer Case Status Switch must be in the proper state indicating that it is OK to operate. The Transfer Case Status
Switch input is provided as a safety interlock feature and must be wired as shown in Figure 4.1. The purpose of the transfer
case input is to inhibit the system from entering Engine Speed Control mode if the transfer case is operating in driveline mode
versus split shaft mode. The Transfer Case Status Switch must be wired such that when the transfer case is in Split Shaft
mode, pin J3-23 of the RESCM sees 12 volts.
4.2
EPG Driveline Mode
This parameter indicates how the driveline disengagement signal should be interpreted by the ECM and is
programmable by International Truck and Engine Corporation only.
0: NEUTRAL OPERATION, driveline must be disengaged at all times for operation of the split shaft feature.
1: SPLIT SHAFT, a transition in driveline status will cause the split shaft feature to be deactivated.
4.3
Wheel Based Vehicle Speed
If the system is configured to function in Split Shaft mode (EPG Driveline Mode parameter equals SPLIT
SHAFT), then the engine ECM must receive Wheel Based Vehicle Speed from a Brake System Electronic Control
Unit (ECU). This message (PGN 65265, bytes 2 & 3) must be broadcast by the Brake System over the public J1939
data link. At this time, only one Brake System supports this message, the Bendix EC30. The availability of this
parameter for the EC30 system is currently a programmable feature. This programmable feature must be enabled
for the EPG system to function. If the engine ECM does not receive this message, it will not allow the system to enter
into Engine Speed Control. If the Brake System ECU broadcasts the Wheel Based Vehicle Speed parameter as being 0 mph,
then it will allow the system to function. This is a safety interlock feature to ensure that the vehicle is not moving while the
system is functioning in Split Shaft mode.
Emergency
On/Off
Switch
RESCM
Cruise Control
Switches on
Steering Wheel
Variable Speed
Switch
Resume/Accel
Speed2
Cruise Control
On/Off
Switch
R/A
Off
S/C
Cruise Control
Resume/Accel
and
Set/Coast
Switch
J1939
Private
Datalink
ESC
On
Vehicle Controller
Momentary
Switch
Optional Remote
Engine Speed
Controller present only
with code
12VXY
ECM2
Engine Control
Module
VT = Violet
Wheel-based
Vehicle Speed
(PGN 65265 Byte 2,3)
GY = Grey
Body / Equipment
Manufacturer Supplied
Brake System
Electronic Control
Module
International Supplied
J1939
Public
Datalink
The Remote Throttle Control functions like an additional accelerator pedal or hand throttle. Remote throttles provide
equipment operators with direct control over engine speed from a location outside of the vehicle cab. By using a
potentiometer, a remote throttle is useful when an infinitely variable range of engine speeds is desired to operate equipment.
Remote throttles can be used to provide temporary increases in engine speed when Preset or Variable Engine Speed control is
in use.
The hand and/or foot actuated potentiometer can be located in one or more locations on the vehicle (see Figure 5.2).
Increasing or decreasing the voltage from the potentiometer will result in a corresponding increase or decrease in engine speed
(similar to stepping on or releasing the accelerator foot pedal in the vehicle cab).
NOTE: To be noticed by the engine control system, the engine speed requested by the Remote Throttle must exceed the
engine speed requested by the cab accelerator pedal and other engine speed control requests. Reason: The highest engine
speed requested becomes the engine speed commanded to the engine.
Use of either the Remote Preset PTO Switch or Remote Variable PTO Switch is required to activate or deactivate the Remote
Throttle, and the engine control system must be programmed to accept the Remote Throttle input. Use spring-loaded designs
for throttle devices so that the engine returns to idle when the throttle is released. Note: The only way the Remote Throttle
control system can be disabled is to turn it off with the switch previously used to turn in on.
The programmable parameter PTO REMOTE PEDAL must be programmed to 1 to enable operation of the remote throttle
input. Also, the maximum engine speed permitted when operating with the Remote Throttle will be limited to the value
programmed for PTO MAX RPM. Refer to the descriptions of all the PTO related programmable parameters in Section
Error! Reference source not found.for more information about these parameters.
Figure 5.2 shows the circuits needed to operate the Remote Throttle feature. The remote potentiometer circuits are interfaced
to the RESCM. The RESCM communicates the status of these circuits via J1939 to the engine control system via the ESC.
The same potentiometer that is used for the cabs accelerator pedal can be used for this remote potentiometer. Terminals A, B,
and C are cavities in the 6-way Packard mating connector to the accelerator pedal sensor. Do not cross the wires to terminals
A, B and C. Cross-wiring terminals B and C will provide a high voltage level on the APS signal at the sensors mechanical
idle position. The remote throttle input must be turned on and off by an enable switch. Enabling either the Remote Preset PTO
Switch or the Remote Variable PTO Switch will turn the Remote Throttle input on. Theses two switches must not be enabled
at the same timeits one or the other. Opening the switch circuit disables the Remote Throttle input.
The Master Diagnostics tool can be used for troubleshooting and verifying the Remote Throttle installation. The
PTO Remote Pedal parameter must indicate ON and either the Rem Var PTO Switch or the Rem Preset PTO Switch must
indicate ON. When these conditions are met, the Accel Pedal parameter will display the percent throttle commanded to the
ECM. If the Remote Throttle parameter indicates FAIL, a fault exists in the circuits or in the potentiometer itself.
Display of the parameter Accel Pedal should be used to set mechanical stops for custom throttle designs. Mechanical stops
must be used with potentiometer-based throttle control systems to prevent the supply of inadequate or excess voltage to the
engine controller. The ECM detects under- and over-voltage conditions for Remote Throttle; occurrence of one of these
conditions will result in activation of a fault code.
The 12 volt supply from pin J3-10 of the RESCM is strictly for remote engine speed control use. It should not be used as a
power feed for other systems.
Figure 5.1 Switch Requirements
POTENTIOMETER OR RHEOSTAT
RESCM
Cruise Control
Switches on
Steering Wheel
On
R/A
Off
S/C
Cruise Control
Resume/Accel
and
Set/Coast
Switch
B
Remote
Throttle Pedal
(potentiometer) C
Cruise Control
On/Off
Switch
J1939
Private
Datalink
ESC
Vehicle Controller
J1939
Public
Datalink
Momentary
Switch
Optional Remote
Engine Speed
Controller present only
with code
12VXY
Toggle
Switch
ECM2
Engine Control
Module
VT = Violet
GY = Grey
J3 Application I/O Connector
Body / Equipment
Manufacturer Supplied
International Supplied
NOTE: Close the circuit from J3-10 to either circuit J3-18 or circuit J3-19 to enable the remote potentiometer. When either of
these circuits are closed, the engine speed requested by the remote potentiometer is demanded as long as the Remote Throttle
percentage is greater than any other engine speed control requests. Cavities A, B, and C of the remote potentiometer designate
pins for the International accelerator pedal sensor using the 6-pin Metri-Pack connector. Again, the speed demanded by the
Remote Throttle must exceed the current operating speed of the engine. Open the circuit (J3-18 or J3-19 depending upon
which one was turned on) to stop the demand. To resume the demanded speed, close the circuit again. The Remote Throttle
may need to be adjusted to attain the same engine speed. Equipment interlocks may be placed in series with the toggle switch
to open the supply circuit from J3-10.
5.1
Accelerator Pedal Sensor Notes and Diagnostics
Appendix D lists part numbers for floor-mounted and suspended accelerator pedals and the accelerator pedal sensor
kits. These parts include a jumper harness for the sensor with a Packard Weather-pack connector. The typical wire
colors for the jumper harness are shown in Table 5.1. The Weather-pack connector can be cut off and the circuits
spliced according to their identifying colors.
A
Sensor
Output
Black
B
Sensor
Ground
White
C
Sensor Supply
(5Vdc)
Red
D
Normally Closed
Idle Validation
Green
E
Normally Open
Idle Validation
Blue
F
Idle Validation Switch
Common
Orange
The RESCM remote throttle input is preloaded with a resistor fixed in connector J3, pins 17 and 14. This resistor fixes the
input at 0%. If using a remote throttle pedal of any kind, remove this resistor when installing the remote throttle connections.
If not installing a remote throttle, leave this resistor in place.
Do not remove the jumper in J3 pins 1-2, if it is installed.
The accelerator pedal sensor includes an idle validation switch [IVS]. The N.C. contacts are connected to the
common terminal when the sensor is at the idle position. The N.O. contacts are connected to the common terminal
when the sensor is in the off-idle position. Due to the thick film construction of the sensor, the IVS switch has a
contact resistance of ~80 Ohms. Do not use this switch in series with the sensor circuits.
The remote throttle potentiometer is protected through circuit diagnostics. Faults are detected when the
potentiometer is open or short circuited. These faults recover when the fault condition is corrected. Table 5.2 summarizes
typical voltage levels for throttle operation and diagnostics. The voltage levels are designed to be compatible with a
total resistance of 2.5K Ohms. As the voltage detected increases, the engine speed demanded by the remote pedal
input increases. Diagnostic ranges are provided at the top and bottom of the potentiometer voltage. The voltage shown in
Table 5.2 is between RESCM pin J3-17 and J3-14.
Table 5.2 Remote Accelerator Pedal Sensor Voltage Levels
Voltage (Volts)
0 - 0.15
0.15 - 0.90
0.90 - 3.50
3.50 - 4.55
4.55 - and above
Result
Out of range low or open, Fault Code 213
0%, Low Idle Speed demanded
0 100%, Normal Operating Range
100%, PTO Max RPM demanded
Out of range high, Fault Code 214
New designs incorporating the accelerator pedal sensor must include their own return springs to ensure that the
sensor returns to the idle position when the control is released. The sensors internal stops must not be used to limit
the travel of its drive mechanism. To make sure the sensor always returns to the idle position, pre-load the internal
return spring by 15.2 degrees. Another reason to pre-load the return spring in this manner is that the voltage output
from the sensor will fall into the out of range low diagnostic region if the sensor is not pre-loaded by 15.2 degrees of
travel. Sensors that are disconnected from the drive mechanism will generate a diagnostic code. The maximum
range of travel applied to the accelerator pedal must be limited to a maximum of 52.3 degrees beyond 15.2 degree
pre-load for the idle position. For additional information see SAE recommended practice J1843, Accelerator Pedal
Position Sensor for use with Electronic Controls in Medium- and Heavy-Duty Vehicle Applications.
Hand Operated Throttle Control Kit
See Appendix D for a hand operated throttle parts list.
This section describes the circuit modifications necessary to stop and start the engine from a remote location.
Modifications that implement remote start must also implement remote stop. When remote stop is implemented, all ignition
sources to the engine control system must be interrupted.
International does not suggest adding a remote start on vehicles with manual transmissions. The following
modifications are suggestions only and do not take into account any interlocking that might be needed to maintain
safe vehicle operation. It is our belief that safe modifications to start/stop circuitry will vary with truck application and
should be the responsibility of the party making the modification.
The circuit modifications to implement remotely controlled engine stops and starts are shown in Figure 6.1 and Figure 6.2.
To Igntition
post of
Keyswtich
A13DH
NC
K97UA
A13DH
K97C
NO
12V Relay
Injector Drive Module
K97M
Momentary Switch
From
Igniton
Pass-thru Dash
Connector
Pin 15
A13C
To Fuse
Block
J13C
Relay
NC
NO
From Start
Post of
Keyswitch
Momentary Switch
A17
Pass-thru Dash
Connector
Pin 8
To Starter
Relay
J17
This section discusses general information related to the installation of new circuits to a chassis. Available options for power
connections and recommendations for the installation of new power circuits are reviewed. Wire, fuse and circuit breaker sizing
for circuit protection are displayed, along with unique ECM circuits that must never see 12 volts with the key switch in the
OFF or Accessory positions.
Body Builder Connections
7.1
An option for connecting to the vehicle lighting system is available from the factory. The feature code for this option is
08HAB. The table below gives the circuit information available for this feature. For wiring schematic and connector &
terminal part numbers, see circuit diagram book.
Table 7.1 Body Builder Connections
Connection
Cavity
Circuit
Description
Fuse
(amps)
Available
Sharing (Truck Lamp fed
Current at from same fuse)
Connector
(amps)
A
N68BB
Tail Lamp
20
20
None
B
N56BB
Left Rear Turn Lamp / Stop
10
8
Truck Left Rear Turn Lamp
C
N57BB
Right Rear Turn Lamp / Stop
10
8
Truck Right Rear Turn Lamp
4450 &
D
N58BB
Marker Lamp
20
20
None
9900
E
N71BB
Back up Lamp
10
6
Truck Back up Lamps
F
N12BB
Accessory Feed
20
20
None
G
N11GBB Ground (12 ga)
--None
A
N56BA
Left Front Turn Lamp
10
8
Truck Left Front Turn Lamp
4460 &
9910
B
N57BA
Right Front Turn Lamp
10
8
Truck Right Front Turn Lamp
Note: Any unused circuit cavities must be plugged with sealing plugs provided with chassis harness.
Connectors 9900 and 9910 have their mating connectors attached filled with cavity plugs. To use connectors, remove cavity
plugs and use the following:
Table 7.2 Connectors 9900 & 9910
Terminals
2033912C1
2033911C1
Cavity Seals
0589390C1
0589391C1
1652325C1
Wire Gauge
12, 14
16, 18, 20
Wire Gauge
12
14
16, 18, 20
Mating Connector Part Nos.
9900 Connector
9900 Lock
9910 Connector
9910 Lock
2039312C91
2039342C1
1671611C1
1671608C1
7.2
Circuit Protection
All new circuits that are added to the chassis after its assembly must be protected by fuses or circuit breakers. The
fuse or circuit breaker should be located as close as possible to the connection point into the chassis wiring. The size
of the protection device is determined by the size of the wire used for the circuit. Common wire gauges and device
sizes are shown below:
Table 7.3 Wire Gauges and Circuit Protection Devices
Wire Gauge
18 Ga
16 Ga
14 Ga
12 Ga
10 Ga
8 Ga
6 Ga
4 Ga
CAUTION Wire gauge is designed to match fuse / circuit breaker rating. Do not increase the size of a circuit breaker or
fuse. To do so could cause wiring to overheat and burn.
International part numbers for narrow-blade circuit breakers according to type and size are shown below. Type III
circuit breakers can only be reset manually. Type I circuit breakers continuously try to reset when tripped. Use Type I
circuit breakers only where required by the function performed by the circuit to be protected. In general, Type III
circuit breakers should be adequate for most needs.
Table 7.4 Circuit Breaker Part Numbers
SIZE
CIRCUIT BREAKER
TYPE
PART NUMBER
COLOR
Back Feeds
7.3
The circuits that are connected to the following Engine Control Module pins must always be connected to switched ignition
power. Connecting any one of these circuits to battery power can cause the ECM to remain powered when the ignition switch
is turned off. This can produce excess battery current causing the batteries to be discharged overnight.
Remote PTO (Pre-Set)
Bap Sensor Output
Engine Coolant Temperature
Idle Validation Switch
Drive Disengage Signal
Remote PTO (Variable)
Engine Oil Temperature
7.4
Welding
Whenever welding is done on any part of the vehicle, the batteries should be disconnected both power and ground
including the electronic power feeds. The electronic components may easily be damaged from the high voltage used
and R.F. energy present in the arc.
CAUTION To avoid damage to vehicle electronic components, disconnect both the positive (+) and the negative () battery
cables prior to electric welding. Attach the welders ground cable as close as possible to the joint being welded. If it is
necessary to weld close to an electronic component, it is recommended that the electronic component be temporarily removed.
General Information
This section reviews information of general interest about the circuits provided with the chassis. Installation of a Master
Disconnect switch and two-way radios are reviewed. Access points for the Speedometer and Tachometer Signals and the ATA
Data Link (SAE RP J1708/J1587) are reviewed along with other general information.
8.1
Remote PTO Engine Speed Control Circuits
Do not use the electrical wires provided for Remote Engine Speed Control connections to power other electrical chassis
components. The activation switches (ie. Set/Coast, Resume/Accel) should be momentary with Normally Open contacts. The
+12 Volt connection should be used only to power these switches to allow them to activate Remote Engine Speed Control.
8.2
High Voltages In Harnesses
WARNING!
Do not probe the harnesses between the engine electronics and the engine. The injector solenoids have a higher
electrical potential.
8.3
Master Disconnect Switch
Specify sales order code 08WCS or 08WAD for a factory installed Master Disconnect Switch. The disconnect switch cannot
be put into the battery ground cable as was previously done. The electronic modules will provide a ground path around the
Master Disconnect switch if this method is employed. The engine modules must always be connected to the batteries, even
when the Master Disconnect switch is opened. On each vehicle, separate power and ground circuits are provided to the engine
electronics.
To install a Master Disconnect Switch, break into the positive battery cable going from the batteries to the cranking motor and
insert the disconnect switch into that circuit, as shown in Figure 8.1. Insure that adequate insulation is used between the
positive battery cable, the switch mounting, and the surrounding area. Place boots or covers over the disconnect switch studs
to protect the batteries and cables from accidental shorting. Do not disturb the direct connections from the battery to the engine
electronics.
40A
To Engine Electronics
Ground Strap to
Frame Rail
8.4
Two-Way Radio Installation
A qualified technician should do all two-way radio installations. The power connections for any radio installation should
always go to the vehicles batteries with proper circuit protection installed closest to the batteries. A filter may have to be
added to the radio power feed. Wire routing should always be routed away from all vehicle harnesses to prevent pickup from
the vehicle electrical system into the radio and/or from the radio system into the vehicle electrical system. Evaluation of the
antenna location should be assessed before permanent mounting is made to assure minimum interference to the radio reception
and vehicle electrical system.
8.5
ATA Data Link Connections
The engine control system provides a data link compatible with the specifications in TMC RP 1202. These
requirements are the same as those given by SAE recommended practices J1708 and J1587. Temporary
connections can be made using the 9-way Deutsch diagnostic connector located in the cab by the drivers kick panel.
Do not make permanent connections to the ATA data link without a full understanding of load requirements and data
protocol required for the device being attached. See Appendix C for more information on the data provided by the
engine on the data link.
Figure 8.2 ATA Data Link Connections
COMBINATION
CONNECTOR
9 - Way Deutch
D
E
F
C
A
B
J
G
H
HD10-9-1939-P
A = GND
B = BAT (+)
C = J1939 CAN (H)
D = J1939 CAN (L)
E = CAN (SHLD)
F = J1708 / ATA (+)
G = J1708 / ATA (-)
H = Not Used
J = Not Used
8.6
Clutch Switch and Neutral Position Switch Connections
The clutch and neutral position switches are part of the engine control system circuits. These circuits should never be
disturbed. If there is a need for either one of these functions, then contact International Tech Central for guidance.
8.7
Speedometer and Tachometer Outputs
Interfaces conforming to TMC RP 123 are provided for speedometer and tachometer signals. Speedometer output is
calibrated to 30,000 pulses per mile. Tachometer output is 12 pulses per engine revolution. Access to these signals is
provided by the electrical wire connections located at the bulkhead. The speedometer and tachometer output signals
are provided by circuits K47B and K97AR respectively. These signals are also provided on the RESCM, pins J3-12 and J3-13
respectively.
The sink and source currents for the available interfaces are shown below. Both interfaces source 5 milliamps and
sink 5 milliamps. These interfaces are noted in the table below. The signal waveform provided is a square wave with
a 50% duty cycle. See TMC RP 123 for more information about the signal waveform.
Table 8.1 Signal Interface Parameters
Parameter
Potential
Parameter
Vo low
0 to 0.5 Volts
Isink (Vo low)1
Vo high
4 V to Vbattery
Isource (Vo high)
1 Designates enhanced interfaces that sink 5 milliamps of current instead of 50 microamps.
Current
50 microamps
5 milliamps
Component
CT-471
October, 2002
02 1
Component
Component
October, 2002
Type
Units
Lower Limit
Upper Limit
Increment
69001
ENG-OILP-SIG-ENAB
F, B
N/A
70001
F, B
N/A
71001
GLOW-PLUG
N/A
72001
EXHAUST-BACKPRESS
F, B
N/A
73001
73011
ENG-CRANK-INHIBIT
ENG-CRK-INHIB-TIME
F, B
F, B
N/A
SEC
0
1
1
5
1
1
74001
74011
74021
74031
F
F, B
F, B
F, B
N/A
MINUTES
C
C
0
2
40
40
2
120
150
150
1
1
.25
.25
75001
75011
75021
75031
75041
75051
75061
75071
75081
PTO-CONTROL (ON/OFF)
MAX ROAD SPEED FOR MOBILE CONTROL
INCAB-PTO-MODE
DISABLE CAB INTERFACE FOR PTO
REMOTE THROTTLE FOR PTO CONTROL
SET ENGINE SPEED (SPEED 1)
RESUME ENGINE SPEED (SPEED 2)
ENGINE RESPONSE RATE FOR PTO
MAX PTO ENGINE SPEED
F, B
F, B
F, B
F, B
F, B
F, B
F, B
F, B
F, B
N/A
MPH
N/A
N/A
N/A
RPM
RPM
RPM/SEC
RPM
0
3
0
0
0
LIDLE
LIDLE
1
LIDLE
3
20
3
1
1
GOVERNED SPEED
GOVERNED SPEED
1500
GOVERNED SPEED
1
1
1
1
1
1
1
1
1
76001
76011
76021
76031
76041
CRUISE-CONTROL
CRUISE-MIN-ENG-SPD
CRUISE-RAMP-RATE
MIN CRUISE CONTROL SPEED
MAXIMUM CRUISE CONTROL SPEED
F, B
F
F
F, B
F, B
N/A
RPM
MPH/SEC
MPH
MPH
0
1200
0.5
20
MIN-CRUS-CNTRL- SPD
1
1400
15.9375
99
MAX-VEHICLE-SPEED
1
1
1
1
1
Component
NOTE:
CT-471
02 2
Supplier
Name
Component
Table A.1 Parameter Attributes Table. Information generated directly from the Internationalr EERS System
(International EMR Report, Location Melrose Park, Rules Effective August, 1997)
October, 2002
Component
Type
Units
Lower Limit
Upper Limit
Increment
77001
77011
77021
77031
77041
77051
77061
77071
77081
77091
77101
77111
ENG-PROT-MODE
ECT-WARNING
ECT-CRITICAL
PROT-ENG-SPD1
PROT-ENG-SPD2
PROT-ENG-SPD3
OIL-PRES-WARN-SPD1
OIL-PRES-WARN-SPD2
OIL-PRES-WARN-SPD3
OIL-PRES-CRIT-SPD1
OIL-PRES-CRIT-SPD2
OIL-PRES-CRIT-SPD3
F, B
F
F
F
F
F
F
F
F
F
F
F
N/A
C
C
RPM
RPM
RPM
PSI
PSI
PSI
PSI
PSI
PSI
0
90
90
3
125.5
125.5
1
.5
.5
1
1
1
1
1
1
1
1
1
78001
78011
78021
78031
F
F
F
F
N/A
C
C
%/C
0
90
90
0.5
1
127.5
127.5
15.9375
1
.5
.5
.0625
79001
79011
79021
VEH-ROAD-SPD-GOV
MAX-ENGINE SPEED (NO VSSN)
VEHICLE SPEED LIMIT
F, B
F, B
F, B
N/A
N/A
MPH
0
1400
10
1
1
ENG-HI-IDLE-SPEED
1
CAL-GEARED-SPD-NGD 1
80001
80011
80021
80031
80041
80051
80061
80071
TWO-SPEED-AXLE
TIRE-REVS-PER-MILE
REAR-AXLE-RATIO-HI
REAR-AXLE-RATIO-LO
TRANS-LO-NUM-RATIO
VEH-SPEED-CAL-HIGH
VEH-SPEED-CAL-LOW
TAIL-SHAFT-TEETH
F, B
F, B
F, B
F, B
F, B
F, B
F, B
F, B
N/A
REVS
N/A
N/A
N/A
PPM
PPM
N/A
0
350
2
2
0.6
18017
18017
11
1
800
14.530
14.530
5.0
157157
157157
60
1
1
.001
.001
.001
1
1
1
81001
81011
81021
TORQUE-TAILORING
TT-LOW-NVS-RATIO
TT-HI-NVS-RATIO
F
F
F
N/A
RPM/MPH
RPM/MPH
0
0
0
1
255
255
1
1
1
NOTE:
CT-471
02 3
Supplier
Name
Component
Table A.1 Parameter Attributes Table. Information generated directly from the Internationalr EERS System
(International EMR Report, Location Melrose Park, Rules Effective August, 1997)
October, 2002
Component
Type
Units
Lower Limit
Upper Limit
Increment
82001
82011
82021
82031
82041
82051
TRANSMISSION-TYPE
ENG-FAM-RATING-CD
ENG-LOW-IDLE-SPEED
ENG-HI-IDLE-SPEED
ENG-RATED-SPEED
ENG-RATED-HP
F
F
F
F
F
F
N/A
N/A
RPM
RPM
RPM
BHP
0
0000
600
Accept Val
1600
135
4
FFFF
875
2800
350
1
1
1
1
1
1
83001
83011
83021
TOTAL-FUEL
ENGINE-HOURS
TOTAL-MILES
F
F
F
GALLONS
HOURS
MILES
0
0
0
536,870,911.875
214,748,364.75
429,496,729.5
.125
.1
.1
84001
84011
84021
84031
84041
84051
84061
84071
84081
84091
84101
84113
84121
84131
84141
84151
EL-OVERSPEED-1
EL-OVERSPEED-2
EL-LOWOILPRS-1
EL-LOWOILPRS-2
EL-OVERHEAT-1
EL-OVERHEAT-2
EL-LOWCOOL-1
EL-LOWCOOL-2
EL-OVERSPEED-MI1
EL-OVERSPEED-MI2
EL-LOWOILP-MI1
EL-LOWOILP-MI2
EL-OVERHEAT-MI1
EL-OVERHEAT-MI2
EL-LOWCOOL-MI1
EL-LOWCOOL-MI2
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
HOURS
HOURS
HOURS
HOURS
HOURS
HOURS
HOURS
HOURS
MILES
MILES
MILES
MILES
MILES
MILES
MILES
MILES
214,748,364.75
214,748,364.75
214,748,364.75
214,748,364.75
214,748,364.75
214,748,364.75
214,748,364.75
214,748,364.75
429,496,729.5
429,496,729.5
429,496,729.5
429,496,729.5
429,496,729.5
429,496,729.5
429,496,729.5
429,496,729.5
.05
.05
.05
.05
.05
.05
.05
.05
.1
.1
.1
.1
.1
.1
.1
.1
85001
VEHICLE-IDENT
N/A
87002
CUSTOMER PASSWORD
N/A
88001
ENG-SERIAL-NO
N/A
NOTE:
1
Accept Val
1
1
CT-471
02 4
Supplier
Name
Component
Table A.1 Parameter Attributes Table. Information generated directly from the Internationalr EERS System
(International EMR Report, Location Melrose Park, Rules Effective August, 1997)
October, 2002
Type
Units
Lower Limit
Upper Limit
Increment
89001
VEH-SPD-SIG-MODE
N/A
90001
90011
90021
90031
COOL-FAN-ENABLE
AC-DEMAND-ENABLE
COOL-FAN-ON-TEMP
COOL-FAN-OFF-TEMP
F
F
F, B
F, B
N/A
N/A
C
C
0
0
0
0
1
1
125
125
1
1
.25
.25
91001
RAD-SHUT-ENABLE
N/A
91011
91021
SHUTTER-OPEN-ECT
SHUTTER-CLOSE-ECT
F
F
C
C
40
40
150
150
.25
.25
92001
CONDUCT-CLNT-SNSR
F, B
N/A
93001
93011
93021
93031
93041
93051
HYD-PRESS-GOV-ENAB
EPG-DRIVELINE STATUS
EPG-MODE-IND-ENABLE
EPG-RAMP-RATE
EPG-INTG-GAIN-OFST
EPG-PROP-GAIN-OFST
F, B
F, B
F, B
F, B
F, B
F, B
N/A
N/A
N/A
RPM/SEC
RPM/PSI
RPM/PSI
0
0
0
0
-4
-16
1
1
1
1024
3.96875
15.875
1
1
1
.0625
.03125
.125
94001
COLD-AMB-PROT-MODE
N/A
95001
95011
95021
95031
95041
95051
96061
95071
95081
96091
96101
SERVICE-INT-ENABLE
SI-FUEL-INTERVAL
SI-HOUR-INTERVAL
SI-DIST-INTERVAL
SI-FUEL-START
SI-HOUR-START
SI-DISTANCE-START
SI-SRV-SOON-PCT
SI-LAMP-CONT-ON
SI-LAMP-ACT-TIME
SI-RESET-REQST
F, B
F, B
F, B
F, B
F
F
F
F
F, B
F, B
F, B
N/A
GALLONS
HOURS
MILES
GALLONS
HOURS
MILES
N/A
N/A
SECONDS
N/A
0
0
0
0
0
0
0
5
0
0
0
1
65535
2000
65535
536,870,911.875
214,748,364.75
429,496,729.5
100
1
1275
1
1
1
.5
1
.125
.05
.1
1
1
5
1
Component
NOTE:
CT-471
02 5
Supplier
Name
Component
October, 2002
Parameter Name
Sales Description
Service Description
69001
ENG-OILP-SIG-ENAB
ENG-OILP-SIG-ENAB
70001
RETARDER MODE
VEHICLE-RETARDER
71001
GLOW-PLUG
GLOW-PLUG
72001
EXHAUST-BACKPRESS
EXHAUST BACKPRESS
EXHAUST-BACKPRESS
73001
73011
ENG-CRANK-INHIBIT
ENG-CRK-INHIB-TIME
ENG-CRANK-INHIBIT
ENG-CRK-INHIB-TIME
74001
74011
74021
74031
ENG-SHUTDOWN-CNTRL
IDLE SD TIME
IST MAX AIT
IST MAX AIT
75001
75011
75021
75031
75041
75051
75061
75071
75081
PTO-CONTROL (ON/OFF)
MAX ROAD SPEED FOR MOBILE CONTROL
INCAB-PTO-MODE
DISABLE CAB INTERFACE FOR PTO
REMOTE THROTTLE FOR PTO CONTROL
SET ENGINE SPEED (SPEED 2)
RESUME ENGINE SPEED (SPEED 1)
ENGINE RESPONSE RATE FOR PTO
MAX PTO ENGINE SPEED
PTO MODE
PTO MAX ROAD SPEED
PTO INCAB MODE
PTO OPER. DISABLE
PTO REMOTE PEDAL
PTO PRESET SPEED 1
PTO PRESET SPEED 2
PTO SPEED RAMP RATE
PTO MAX ENG SPEED
PTO-CONTROL
MAX-RD-SPD-IN-PTO
INCAB-PTO-MODE
DISABLE-PTO-CAB-IF
PTO-REMOTE-PEDAL
PTO-CNTRL-SET-RPM
PTO-CNTRL-RES-RPM
PTO-RPM-RAMP-RATE
MAX-PTO-SPEED
76001
76011
76021
76031
76041
CRUISE-CONTROL
CRUISE-MIN-ENG-SPD
CRUISE-RAMP-RATE
MIN CRUISE CONTROL SPEED
MAXIMUM CRUISE CONTROL SPEED
CRUISE CONTROL
CRUISE MIN RPM
CRUSE RAMP RATE
CRUISE CTL MIN SPEED
CRUISE CTL MAX SPEED
CRUISE-CONTROL
CRUISE-MIN-ENG-SPD
CRUISE-RAMP-RATE
MIN-CRUS-CNTRL-SPD
MAX-CRUS-CNTRL-SPD
CT-471
02 6
Supplier
Name
Component
Component
Table A.2 Parameter Cross Reference Table. Information generated directly from Internationalr EERS System
(Internationalr EMR Report, Location Melrose Park, Rules Effective August, 1997)
October, 2002
Component
Parameter Name
Sales Description
Service Description
77001
77011
77021
77031
77041
77051
77061
77071
77081
77091
77101
77111
ENG-PROT-MODE
ECT-WARNING
ECT-CRITICAL
PROT-ENG-SPD1
PROT-ENG-SPD2
PROT-ENG-SPD3
OIL-PRES-WARN-SPD1
OIL-PRES-WARN-SPD2
OIL-PRES-WARN-SPD3
OIL-PRES-CRIT-SPD1
OIL-PRES-CRIT-SPD2
OIL-PRES-CRIT-SPD3
WARN MODE
COOLANT WARNING TEMP
COOLANT SHUTDOWN TMP
OIL WARNING RPM 1
OIL WARNING RPM 2
OIL WARNING RPM 3
OIL PRESS WARNING 1
OIL PRESS WARNING 2
OIL PRESS WARNING 3
OIL PRESS SHUTDOWN 1
OIL PRESS SHUTDOWN 2
OIL PRESS SHUTDOWN 3
ENG-PROT-MODE
ECT-WARNING
ECT-CRITICAL
PROT-ENG-SPD1
PROT-ENG-SPD2
PROT-ENG-SPD3
OIL-PRES-WARN-PSI1
OIL-PRES-WARN-PSI2
OIL-PRES-WARN-PSI3
OIL-PRES-CRIT-PSI1
OIL-PRES-CRIT-PSI2
OIL-PRES-CRIT-PSI3
78001
78011
78021
78031
CTC MODE
CTC INIT TEMP
CTC TRANSITION TEMP
CTC TAILORING FACTOR
COOLANT-TEMP-COMP
CTC-INITIAL
CTC-TRANSITION
CTC-TAIL-FACTOR
79001
79011
79021
VEH-ROAD-SPD-GOV
MAX. ENGINE SPEED (NO VSSN)
VEHICLE SPEED LIMIT
SPEED LIMITING
MAX ENG RPM W/O VSS
MAX VEHICLE SPEED
VEH-ROAD-SPD-GOV
MAX-ENGSPD-NO-VSSN
MAX-VEHICLE-SPEED
80001
80011
80021
80031
80041
80051
80061
80071
TWO-SPEED-AXLE
TIRE-REVS-PER-MILE
REAR-AXLE-RATIO-HI
REAR-AXLE-RATIO-LO
TRANS-LO-NUM-RATIO
VEH-SPEED-CAL-HIGH
VEH-SPEED-CAL-LOW
TAIL-SHAFT-TEETH
TWO-SPEED-AXLE
TIRE-REVS-PER-MILE
REAR-AXLE-RATIO-H
REAR-AXLE-RATIO-LO
TRANS-LO-NUM-RATIO
VEH-SPEED-CAL-HIGH
VEH-SPEED-CAL-LOW
TAIL-SHAFT-TEETH
81001
81011
81021
TORQUE-TAILORING
TT-LOW-NVS-RATIO
TT-HI-NVS-RATIO
TORQUE-TAILORING
TT-LOW-NVS-RATIO
TT-HI-NVS-RATIO
CT-471
02 7
Supplier
Name
Component
Table A.2 Parameter Cross Reference Table. Information generated directly from Internationalr EERS System
(Internationalr EMR Report, Location Melrose Park, Rules Effective August, 1997)
October, 2002
Component
Parameter Name
Sales Description
Service Description
82001
82011
82021
82031
82041
82041
82051
82061
TRANSMISSION-TYPE
ENG-FAM-RATING-CD
ENG-LOW-IDLE-SPEED
ENG-HI-IDLE-SPEED
ENG-GOVERNED-SPEED
ENG-RATED-SPEED
ENG-RATED-HP
TRANSMISSION TYPE
ENG RATING CODE
MIN ENGINE IDLE
MAX ENGINE IDLE
RATED ENGINE SPEED
RATED ENGINE SPEED
RATED ENGINE POWER
ENG FAMILY EXT
TRANSMISSION-TYPE
ENG-FAM-RATING-CD
ENG-LOW-IDLE-SPEED
ENG-HI-IDLE-SPEED
ENG-GOVERNED-SPEED
ENG-RATED-SPEED
ENG-RATED-HP
ENG-FAM-EXT
83001
83011
83021
TOTAL-FUEL
ENGINE-HOURS
TOTAL-MILES
TOTAL-FUEL
TOTAL-ENG-HOURS
TOTAL-MILES
84001
84011
84021
84031
84041
84051
84061
84071
84081
84091
84101
84113
84121
84131
84141
84151
EL-OVERSPEED-1
EL-OVERSPEED-2
EL-LOWOILPRS-1
EL-LOWOILPRS-2
EL-OVERHEAT-1
EL-OVERHEAT-2
EL-LOWCOOL-1
EL-LOWCOOL-2
EL-OVERSPEED-MI1
EL-OVERSPEED-MI2
EL-LOWOILP-MI1
EL-LOWOILP-MI2
EL-OVERHEAT-MI1
EL-OVERHEAT-MI2
EL-LOWCOOL-MI1
EL-LOWCOOL-MI2
EL-OVERSPEED-HRS-1
EL-OVERSPEED-HRS-2
EL-LOWOILP-HRS-1
EL-LOWOILP-HRS-2
EL-OVERHEAT-HRS-1
EL-OVERHEAT-HRS-2
EL-LOWCOOL-HRS-1
EL-LOWCOOL-HRS-2
EL-OVERSPEED-MLS-1
EL-OVERSPEED-MLS-2
EL-LOWOILP-MLS-1
EL-LOWOILP-MLS-2
EL-OVERHEAT-MLS-1
EL-OVERHEAT-MLS-2
EL-LOWCOOL-MLS-1
EL-LOWCOOL-MLS-2
85001
VEHICLE-IDENT
VIN
VEHICLE-IDENT
86001
TOTAL-TATTLETALES
TOTAL-TATTLETALES
87002
CUSTOMER PASSWORD
CUSTOMER PASSWORD
PASSWORD-1
88001
ENG-SERIAL-NO
ENGINE SERIAL #
ENG-SERIAL-NO
CT-471
02 8
Supplier
Name
Component
Table A.2 Parameter Cross Reference Table. Information generated directly from Internationalr EERS System
(Internationalr EMR Report, Location Melrose Park, Rules Effective August, 1997)
October, 2002
Parameter Name
Sales Description
Service Description
89001
VEH-SPD-SIG-MODE
VEH-SPD-SIG-MODE
90001
90011
90021
90031
COOL-FAN-ENABLE
AC-DEMAND-ENABLE
COOL-FAN-ON-TEMP
COOL-FAN-OFF-TEMP
FAN-CONTROL-MODE
AC-DEMAND-INPUT
FAN-CNTRL-ON-TEMP
FAN-CNTRL-OFF-TEMP
91001
91011
91021
RAD-SHUT-ENABLE
SHUTTER-OPEN-ECT
SHUTTER-CLOSE-ECT
SHUTTER CONTROL
SHUTTER OPEN COOLANT TEMP
SHUTTER CLOSE COOLANT TEMP
SHUTTER-CNTRL-ENAB
SHUTT OPEN ECT
SHUTT CLOSE ECT
92001
CONDUCT-CLNT-SNSR
COOLANT TANK
COOLNT-TANK-SELECT
93001
93011
93021
93031
93041
93051
HYD-PRESS-GOV-ENAB
EPG-DRVLINE-STATUS
EPG-MODE-IND-ENABL
EPG-RAMP-RATE
EPG-INTG-GAIN-OFST
EPG-PROP-GAIN-OFST
EPG ENABLE
EPG DRVLINE STATUS
EPG MODE INDICATOR
EPG RAMP RATE
INT GAIN OFFSET
EPG PROP GAIN OFFSET
HYD-PRESS-GOV-ENAB
EPG-DRVLINE-STATUS
EPG-MODE-IND-ENABL
EPG-RAMP-RATE
EPG-INTG-GAIN-OFST
EPG-PROP-GAIN-OFST
94001
COLD-AMB-PROT-MODE
CAP MODE
95001
95011
95021
95031
95041
95051
95061
95071
95081
95091
95101
SERVICE-INT-ENABLE
SI-FUEL-INTERVAL
SI-HOUR-INTERVAL
SI-DIST-INTERVAL
SI-FUEL-START
SI-HOUR-START
SI-DISTANCE-START
SI-SRV-SOON-PCT
SI-LAMP-CONT-ON
SI-LAMP-ACT-TIME
SI-RESET-REQST
CT-471
02 9
Supplier
Name
Component
Component
CT-471
October, 2002
0210
Component
Component
CT-471
October, 2002
0211
Component
Component
CT-471
October, 2002
0212
Component
Component
CT-471
October, 2002
0213
Component
Component
CT-471
October, 2002
0214
Component
Component
CT-471
October, 2002
0215
Component
Component
CT-471
October, 2002
0216
Component
Component
CT-471
October, 2002
0217
Component
Component
CT-471
October, 2002
0218
Component
Component
CT-471
October, 2002
0219
Component
Component
CT-471
October, 2002
0220
Component
Component
CT-471
October, 2002
0221
Component
Component
CT-471
October, 2002
0222
Component
Component
CT-471
October, 2002
0223
Component
Component
CT-471
October, 2002
0224
Component
Component
CT-471
October, 2002
0225
Component
Component
CT-471
October, 2002
0226
Component
Component
CT-471
October, 2002
0227
Component
Table C.1 International Proprietary Parameter Attributes Table. Information generated directly from EERS Release S
(International EMR Report, Location Melrose Park, Rules Effective August, 1997)
Supplier
Name
Type
Units
42000
READECMFAULTS
N/A
43002
CLEARECMFAULTS
N/A
44000
ECMSELFTEST
N/A
66010
SERIALNOCEC
N/A
68000
68010
LASTSERVICETOOL1
LASTSERVICETOOL2
R
R
N/A
N/A
Lower Limit
Upper Limit
NOTE:
R: EST Read Only Parameter
W:EST Write Only Parameter
Component
CT-471
October, 2002
0228
Component
Table C.2 Proprietary Parameter Cross Reference Table. Information generated directly from Internationalr EERS S
(International EMR Report, Location Melrose Park, Rules Effective August, 1997)
Supplier
Name
Parameter Name
Sales Description
Service Des
CALTRANS
CALMAXC
CALCRUS
CALMAXR
CALCRUS
CALMAXR
CALSPEED
0
0
0
0
0
1
42000
READECMFAULTS
READECM
43002
CLEARECMFAULTS
CLEARECM
44000
ECMSELFTEST
ECMSELF
45000
CALGEARE
66010
SERIALNOCEC
MODSERIA
68000
68010
68023
68033
68043
68053
LASTSERVICETOOL1
LASTSERVICETOOL2
LASTTOOLCALIB
LASTTOOLCALDATE
LASTTOOLSTRATEGY
LASTTOOLSTRDATE
LASTSERV
LASTSERV
LASTTOOL
LASTTOOL
LASTTOOL
LASTTOOL
Component
CT-471
October, 2002
0229
Component
Component
CT-471
September, 2000
02 30
Component
Component
CT-471
September, 2000
02 31
Component
NOTES:
Component
CT-471
September, 2000
02 32
Component
The Master Diagnostict Software is the primary International EZ TECHt service tool.
Component
CT-471
October, 2002
03 1
Component
CTS-5276
CGE-524
EGED 1805
EGES 210
1171734R6
1171735R5
1171764R2
EGED 230
EGES 210
EGES 230
DT 466 AND DT 530 AND HT 530 530E Diesel Engine Service Manual Supplement
1171753R3
1171755R3
InternationalR VT 365
EGES 240
EGED 250
EGED 255
EGES 235
1171765R2
Component
CT-471
October, 2002
03 2
Component
EGED 200
EGES 1201
EGES 120
1171737R6
Component
CT-471
October, 2002
03 3
Component
PID
Frequency (Hz)
Notes
62
1.0
10
68
1.0
69
1.0
71
1.0
16
73
1.0
18
74
on request
3,11
83
1.0
11
84
10.0
85
5.0
12
86
0.1
12
87
on request
3,12
88
on request
3,12
89
1.0
91
10.0
92
10.0
100
1.0
5,9
102
1.0
108
1.0
110
1.0
111
0.1
1,9
121
5.0
10
154
1.0
1,17
155
1.0
1,14
164
1.0
166
on request/
on change
3,7
168
1.0
171
0.1
175
1.0
183
5.0
Component
CT-471
October, 2002
03 4
Component
PID
Frequency (Hz)
Notes
187
0.1
4,14,15
188
on request/0.1
1,3,6
189
on request
3,7
190
10.0
191
10.0
194
on request/1.0
variable
196
on request
variable
237
on request
17
240
on request
Component Identification
243
on request
17
245
0.1
247
on request
250
on request
NOTES:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
[]
SAE J1587 RP definition is amended as described in Appendix A of IF36 Interface Requirements Specification
The details of diagnostic messages and responses are discussed in section 3.3.1.2 ATA Diagnostic Data of the IF36 Interface
Requirements Specification
Value may vary from the value programmed as a result of some error conditions. The value will always reflect the operating
parameters of the EECM
Values will reflect the engine speed commanded for PTO use by the Preset or Variable SCCS inputs
Not broadcast when signal fault is detected
Broadcast at 0.1 Hz rate until Idle Engine Speed stabilizes at N_LIDLE[PP]
Broadcast immediately following a EECM power-up sequence and then broadcast as changes occur
Only broadcast when the DDS signal is enabled
Only broadcast when Engine Warning/Protection System is enabled
Only broadcast when Vehicle Retarder is enabled
Only broadcast when Road Speed Limiting is enabled
Only broadcast when Cruise Control is enabled
Only broadcast when Exhaust Back Pressure Control is enabled
Only broadcast when remote PTO or Electronic Pressure Governor is enabled
Only broadcast when in-cab PTO is enabled
Only broadcast when Idle Shutdown Timer is enabled
Only broadcast when Engine Fan Control, Radiator Shutter Enable, Service Interval Lamp, or TCSS is enabled
Only broadcast when Electronic Pressure Governor is enabled
Indicates J1587 description
Component
CT-471
October, 2002
03 5
Component
Component
CT-471
October, 2002
03 6
Component
=
=
=
Component
CT-471
October, 2002
03 7
Component
Component
SID
0
0
0
0
0
0
0
0
0
0
0
0
0
230
0
0
21
21
21
0
0
0
0
0
0
29
29
0
0
244
247
0
254
0
0
250
42
37
248
35
FMI
3
4
4
3
3
4
2
4
3
4
3
2
7
11
4
3
2
8
12
3
4
4
3
4
3
4
3
8
4
2
2
2
2
0
3
2
11
11
11
11
CODE
112
113
114
115
121
122
123
124
125
131
132
133
134
135
141
142
143
144
145
151
152
154
155
211
212
213
214
215
216
221
222
236
224
225
226
231
241
243
244
245
Description
Electrical System Voltage B+ Out of Range HIGH
Electrical System Voltage B+ Out of Range LOW
Engine Coolant Temperature Signal Out of Range LOW
Engine Coolant Temperature Signal Out of Range HIGH
Intake Manifold Abs. Press. Signal Out of Range HIGH
Intake Manifold Abs. Press. Signal Out of Range LOW
Intake Manifold Abs. Press. Inrange Fault
Injection Control Press. Signal Out of Range LOW
Injection Control Press. Signal Out of Range HIGH
Accelerator Position Signal Out of Range LOW
Accelerator Position Signal Out of Range HIGH
Accelerator Position Signal Inrange Fault *M*
Accelerator Position and Idle Validation Disagree
Idle Validation Switch Circuit Fault
Vehicle Speed Signal Out of Range LOW
Vehicle Speed Signal Out of Range HIGH
Wrong Number of CAMP Signal Transitions per Cam Rev
CAMP Signal Noise Detected
CAMP Signal Inactive While ICP has Increased
Barometric Press. Signal Out of Range HIGH
Barometric Press. Signal Out of Range LOW
Air Inlet Temperature Signal Out of Range LOW
Air Inlet Temperature Signal Out of Range HIGH
Engine Oil Press. Signal Out of Range LOW
Engine Oil Press. Signal Out of Range HIGH
Remote Throttle Signal Out of Range LOW
Remote Throttle Signal Out of Range HIGH
Vehicle Speed Signal Freq. Out of Range HIGH
Aux. Water Pump Press. Signal Out of Range LOW
CruisePTO Control Switch Circuit Fault
Brake Switch Circuit Fault
ECL Circuit Out of Working Range Fault
Flash Memory Fault
Engine Oil Press. Above Spec With Engine Off
Aux. Water Pump Press. Signal Out of Range HIGH
ATA Data Link Communication Error
Injection Cntrl. Press. Regulator OCC Self Test Failed
Main Power Relay (MPR) OCC Self Test Failed
Engine to Trans. Data Line OCC Self Test Failed
Exhaust Press. Regulator OCC Self Test Failed
CT-471
October, 2002
03 8
Component
Component
SID
56
38
36
55
238
0
239
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
34
34
34
34
34
34
1
2
3
4
5
6
7
8
1
2
3
4
5
FMI
11
11
11
11
11
11
11
4
3
1
7
0
0
7
1
14
14
0
13
10
7
1
10
4
3
0
13
7
10
5
5
5
5
5
5
5
5
4
4
4
4
4
CODE
246
251
252
256
263
265
266
311
312
313
314
315
321
322
323
324
325
331
332
333
334
335
336
341
342
343
344
351
352
421
422
423
424
425
426
427
428
431
432
433
434
435
Description
Engine Fan Control OCC Self Test Failed
Glow Plug Cntrl. OCC Self Test Failed
Glow Plug Lamp OCC Self Test Failed
Radiator Shutter Enable OCC Self Test Failed
Oil/Water Lamp OCC Self Test Failed
Vehicle Retarder Enable OCC Self Test Failed
Warn Engine Lamp OCC Self Test Failed
Engine Oil Temperature Signal Out of Range LOW
Engine Oil Temperature Signal Out of Range HIGH
Engine Oil Pressure Below Warning Level
Engine Oil Pressure Below Critical Level
Engine Speed Above Warning Level
Engine Coolant Temperature Above Warning Level
Engine Coolant Temperature Above Critical Level
Engine Coolant Level Below Warning/Critical Level
Idle Shutdown Timer engine shutdown
Power Reduced Matched to Cooling SYS Performance *M*
Injection Cntrl. Press. Above System Working Range
Injection Control Press. Above Spec with Engine Off
Injection Control Press. Above/Below Desired Level
Injection Control Press. Poor Performance *M*
Injection Control Press. Unable to Build Press At Engine Crank
Aux. Water Pump Press. Above/Below Desired Level
Exhaust Back Pressure Signal Out of Range LOW
Exhaust Back Pressure Signal Out of Range HIGH
Excessive Exhaust Back Pressure
Exhaust Back Press. Above Spec. with Engine Off
Exhaust Back Press. Below Expected Level at High Eng. Speeds
Exhaust Back Press. Above/Below Desired Level
Cyl 1: Low Side to High Side OPEN
Cyl 2: Low Side to High Side OPEN
Cyl 3: Low Side to High Side OPEN
Cyl 4: Low Side to High Side OPEN
Cyl 5: Low Side to High Side OPEN
Cyl 6: Low Side to High Side OPEN
Cyl 7: Low Side to High Side OPEN
Cyl 8: Low Side to High Side OPEN
Cyl 1: Low Side SHORTED to High Side
Cyl 2: Low Side SHORTED to High Side
Cyl 3: Low Side SHORTED to High Side
Cyl 4: Low Side SHORTED to High Side
Cyl 5: Low Side SHORTED to High Side
CT-471
October, 2002
03 9
Component
Component
SID
6
7
8
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
151
152
151
152
254
21
252
253
253
253
240
254
240
254
240
240
253
252
FMI
4
4
4
6
6
6
6
6
6
6
6
7
7
7
7
7
7
7
7
5
5
6
6
6
7
13
1
0
13
14
8
2
12
13
11
14
14
CODE
436
437
438
451
452
453
454
455
456
457
458
461
462
463
464
465
466
467
468
513
514
515
521
525
612
614
621
622
623
624
626
631
632
655
661
664
665
Description
Cyl 6: Low Side SHORTED to High Side
Cyl 7: Low Side SHORTED to High Side
Cyl 8: Low Side SHORTED to High Side
Cyl 1: High Side SHORTED to Ground or B+
Cyl 2: High Side SHORTED to Ground or B+
Cyl 3: High Side SHORTED to Ground or B+
Cyl 4: High Side SHORTED to Ground or B+
Cyl 5: High Side SHORTED to Ground or B+
Cyl 6: High Side SHORTED to Ground or B+
Cyl 7: High Side SHORTED to Ground or B+
Cyl 8: High Side SHORTED to Ground or B+
Cyl 1: Cylinder Contribution Test Failed
Cyl 2: Cylinder Contribution Test Failed
Cyl 3: Cylinder Contribution Test Failed
Cyl 4: Cylinder Contribution Test Failed
Cyl 5: Cylinder Contribution Test Failed
Cyl 6: Cylinder Contribution Test Failed
Cyl 7: Cylinder Contribution Test Failed
Cyl 8: Cylinder Contribution Test Failed
Low Side to Bank 1 OPEN
Low Side to Bank 2 OPEN
Bank 1 Low Side SHORTED to Ground or B+
Bank 2 Low Side SHORTED to Ground or B+
Injector Driver Circuit Fault *M*
Incorrect EECM Installed for CAMP (Timing) Wheel *M*
EFRC/EECM Configuration Mismatch
Manufacturing Defaults were Selected
Field Defaults were Selected
Invalid Engine Family Rating Code
Field Defaults Active
Unexpected Reset Fault *M*
Read Only Memory Fault
RAM/CPU Self Test Fault
Programmable Parameter List Level Incompatible
RAM Programmable Parameter List Corrupt
Calibration Level Incompatible
Programmable Parameter Memory Content Corrupt
CT-471
October, 2002
03 10
Component
Description
2016250C91
Floor-mounted Accelerator Pedal assembly with integrated pedal sensor and jumper
harness.
2016247C92
Suspended accelerator pedal assembly with integrated pedal sensor. Does not include
jumper harness.
1698044C1
1695251C91
Integrated Pedal Sensor with sensor jumper harness. Requires user-supplied method for
mechanical actuation of the sensor with a spring return.
2037274C1
2037275C1
879630R1
2644005R1
2037311C1
587570C91
587577C1
1652325C1
Integrated Pedal Sensors provided by 2016250C91, 2016247C92 and 1696727C91 can be used to build remote
engine speed controls. Any engine speed from low idle to a programmed maximum engine speed can be selected
with such controls. The accelerator pedals provide for foot-operated engine speed controls. Controls incorporating
the integrated sensor 1696727C91 can be designed. Such controls must provide mechanical actuation for the remote
pedal sensor. Refer to Section 4 for more information on the application of integrated pedal sensors for engine speed
control. 1698044C1 provides an interface harness for suspended accelerator pedals (part number 2016247C92). The
floor-mounted accelerator pedal and Integrated Pedal Sensor kit include this harness.
2016250C91
Floor-mounted Accelerator Pedal assembly with integrated pedal sensor and jumper
harness.
2016247C92
1695251C91
Integrated Pedal Sensor with sensor jumper harness. The sensor requires a user-supplied
method for mechanical actuation with a spring return.
1698044C1
Component
CT-471
October, 2002
03 11
Component
Jumper harness mating connector with seal and integral lock (6-way Packard Weather Pack)
587575C1
589391C1
Integrated pedal sensor mating connector with seals (6-way Packard Metri-Pack).
1673745C1
2004674C1
2004676C1
Cab SET/COAST and RESUME/ACCEL switch for both engine speed control and cruise
control applications
In addition to the ON/OFF and SET/RESUME switches, a clutch switch must be installed for a manual transmission
and the brake switches must be connected to the brake switch relay. The clutch switch part number is 1622366C91.
Use part number 2012557C1 for the brake switch relay. Refer to the electrical circuit diagrams for circuit information.
1622366C91
2012557C1
Cab brake switch relay for electronic engines with cruise or engine speed controls and
Internationalr electronic engines.
ZTSE4176
Crimp tool for Packard Weather Pack contacts and seals. Crimps the wire/cavity seal and
the core at the same time.
ZTSE4181
Packard terminal crimp tool for 10 to 18 gauge wire. Crimps core wing and insulation wings
separately.
ZTSE4175
ZTSE4283
Component
CT-471
October, 2002
03 12
Component
Type
Internationalr
No.
Deutsch No.
Color
Black
Male
1684261C1
D-DT06-25
Body Lock
1684263C1
D-WS2
Male
2005240C1
D-DT06-6S
Body Lock
2005242C1
D-W6S
Male
1689500C1
D-DT06-12SB
Body Lock
1661376C1
D-W12S
Grey
Black
Female Terminals
# of Cavities
2
6
12
Wire Size
International No.
Packard No.
16, 18
1680205C1
D-1062-16-0122
Type
International No.
Deutsch No.
Color
Black
Female
1684260C1
D-DT04-2P
Body Lock
1684262C1
D-WP2
Female
2005241C1
D-DT04-6P
Body Lock
2005243C1
D-W6P
Female
1689499C1
D-DT04-12PB
Body Lock
1689501C1
D-W12P
Grey
Black
Male Terminals
Wire Size
International No.
Packard No.
16, 18
1680206C1
D-1060-16-0122
Wire Size
International No.
Packard No.
16, 18
0453133C1
D-114017
Cable Seals
Component
CT-471
October, 2002
03 13
Component
Type
Internationalr
No.
Deutsch No.
Color
Black
Male
1664531C1
12065172
Body Lock
1675053C1
12065249
Male
1671610C1
15300027
Body Lock
1671608C1
15300014
Male
1661375C2
12084891
Body Lock
1661376C1
15300017
Black
Black
Female Terminals
# of Cavities
1
2
5
Wire Size
International No.
Packard No.
16, 18
2033819C1
12077411
Type
International No.
Deutsch No.
Color
Black
Female
1669834C1
12065171
Body Lock
1675053C1
12065249
Female
1671611C1
15300002
Body Lock
1671608C1
15300014
Female
1677851C1
12085036
Body Lock
1677914C1
12084673
Black
Black
Male Terminals
Wire Size
International No.
Packard No.
16, 18, 20
2033911C1
12048159
Cable Seals
Component
Wire Size
International
No.
Packard No.
14P, 16X
0589391C1
12010293
Grey
16P, 18P, 20
1652325C1
12015323
Lt. Green
CT-471
October, 2002
03 14
Color
Component
Internationalr
No.
Packard No.
Color
All
0587579C1
12010300
Green
Component
CT-471
October, 2002
03 15
Component
Component
CT-471
October, 2002
03 16
Component
Component
CT-471
October, 2002
03 17
Component
Component
CT-471
October, 2002
03 18
Component
Component
CT-471
October, 2002
03 19
Component
The service interval factory settings are: I6: 12,000 miles, 450 hours, or 1500 gallons of fuel; V-8: 10,000 miles, 350
hours or 1000 U.S. gallons of fuel. The factory settings can be changed using the service tool. They are protected
with the customer password. The service interval can be reset with the service tool. It can also be reset manually,
using the engine diagnostics switch.
Component
CT-471
October, 2002
03 20
Component
Component
CT-471
October, 2002
03 21
Component
NOTES:
Component
CT-471
October, 2002
03 22
Component