EMS Vansco - Service Manual Specification

JCB Compact Products Ltd.
807 System
Functional Specification for JCB parts:

ECU-MIDI: .... 728/80002
Hardware:......728/22000 ......... Version TBD
Bootloader:......728/90109 ......... Version TBD
Application:......728/90110 ......... Version TBD
EMS: .... 728/80003
Hardware:......728/22100 ......... Version TBD
Bootloader:......728/90111 ......... Version TBD
Application:......728/90112 ......... Version TBD
FASCIA PANEL: .... 728/80004
Vansco Document number: TBD Version 5.10

REV ECN REV BY CHK JCB-HP DATE
0.02A APBurrows 2000/01/04

03 W Turchyn
04 P Gomori 2002-04-04
05 P Gomori 2002-05-24
The information contained within this document is confidential and proprietary. The information is not to be disseminated
without the consent of Vansco Electronics Ltd. and JCB Compact Products Ltd.
Document Number: Version 5.9 Page 1 of 85

Table of Contents
1.0 Introduction .......................................................................................................................................................................... 3

1.1 ECU-MIDI (Electronic Control Unit) .............................................................................................................................. 4
1.2 EMS Display ................................................................................................................................................................. 5
1.3 Fascia Switch Panel (FSP) ........................................................................................................................................... 7
1.4 Joystick Functions......................................................................................................................................................... 7
2.0 Communications Ports and Other Hardware Features ........................................................................................................ 8
2.1 CAN Network ................................................................................................................................................................ 8
2.2 RS-232 Port .................................................................................................................................................................. 8
2.3 Other Hardware Features ............................................................................................................................................. 8
3.0 Design Requirements........................................................................................................................................................... 9
4.0 EMS Enclosure .................................................................................................................................................................. 10
4.1 Housing Requirements ............................................................................................................................................... 10
4.2 Mounting and Connection ........................................................................................................................................... 10
4.3 Testing ........................................................................................................................................................................ 10
5.0 Software and Diagnostics .................................................................................................................................................. 11
5.1 Programming .............................................................................................................................................................. 11
5.2 Bootloader................................................................................................................................................................... 11
5.3 Configuration and Set-up ............................................................................................................................................ 11
5.4 Menu Modes ............................................................................................................................................................... 13
6.0 EMS Vehicle Functions ...................................................................................................................................................... 16
6.1 Power On Functionality ............................................................................................................................................... 17
6.2 Engine Cranking and Running .................................................................................................................................... 19
6.3 Alternator Charging..................................................................................................................................................... 23
6.4 Engine Oil Pressure Warning...................................................................................................................................... 26
6.5 Throttle Control ........................................................................................................................................................... 27
6.6 Power Modes .............................................................................................................................................................. 30
6.7 Pre-Heat Warning ....................................................................................................................................................... 32
6.8 Auto Warm .................................................................................................................................................................. 33
6.9 Throttle Control Auto Idle ............................................................................................................................................ 34
6.10 Throttle Control One-Touch Idle ................................................................................................................................. 35
6.11 Engine Emergency Stop ............................................................................................................................................. 36
6.12 Redundancy System ................................................................................................................................................... 37
6.13 Lever-Lock / Servo Isolator ......................................................................................................................................... 39
6.14 Wiper........................................................................................................................................................................... 41
6.15 Washer........................................................................................................................................................................ 43
6.16 Horn ............................................................................................................................................................................ 45
6.17 Travel Alarm (Optional)............................................................................................................................................... 46
Slew Brake ................................................................................................................................................................................ 47
Slew Lock (100% Slew Brake) .................................................................................................................................................. 48
6.20 High Speed Travel ...................................................................................................................................................... 50
6.21 High Flow .................................................................................................................................................................... 51
6.22 Double Acting High Flow (Optional)............................................................................................................................ 52
6.23 Work Lights (Boom Light + Optional Work Lights) ...................................................................................................... 53
6.24 Fuel Level Sensor/Warning......................................................................................................................................... 54
6.25 Engine Temperature Sensor/Warning ........................................................................................................................ 57
6.26 Hydraulic Temperature Sensor/Warning..................................................................................................................... 60
6.27 Air Filter Blocked......................................................................................................................................................... 63
6.28 Service Required Warning .......................................................................................................................................... 64
6.29 Quick Hitch (Optional)................................................................................................................................................. 66
6.30 Overload Caution (Optional) ....................................................................................................................................... 67
6.31 Beacon........................................................................................................................................................................ 68
6.32 Refuelling Pump (Optional)......................................................................................................................................... 69
6.33 Courtesy Light ............................................................................................................................................................. 71
6.34 CAN Communication Error ......................................................................................................................................... 72
7.0 Messages........................................................................................................................................................................... 74
7.1 Set Menu (Section 5.4.1) ............................................................................................................................................ 74
7.2 Diagnostic Menu – Set + Mode (Section 5.4.2) .......................................................................................................... 76
7.3 Calibration Menu - Set + Mode 20 second (Section 5.4.3) ......................................................................................... 76
7.4 Repetitive Messages................................................................................................................................................... 77
7.5 One Time Messages................................................................................................................................................... 78
8.0 Error Codes ........................................................................................................................................................................ 79
9.0 Connections ....................................................................................................................................................................... 81
9.1 Facia Switch Panel ..................................................................................................................................................... 81
9.2 EMS ............................................................................................................................................................................ 81
9.3 ECU-MIDI.................................................................................................................................................................... 82
10.0 Summary of Changes ..................................................................................................................................................... 85

1.0 Introduction
This document describes the functional requirements for an electronic system designed and produced by Vansco
Electronics Ltd. for use in the JCB Compact Products 807 machine. The design is based on a modified version of the
AMS (Advanced Management System) that is used in the JCB Heavy Products JS and JW machines, and is similar in
styling and function.
The following diagram shows the Vansco supplied components that make up this system.
EMS
SPI
FSP
(Fascia Switch Panel)
CAN
CAN Diagnostic Link
ECU-MIDI
System Layout

1.1 ECU-MIDI (Electronic Control Unit)
Other members of the JCB group of companies have the need for various types of electronic “black boxes” that has
allowed the use of complex Electro-hydraulic control techniques. These modules share a common platform with other JCB
th
Group members. The ECU-MIDI is based off of the specification for the ECU1, which was first released on 4 December
1998.
In the JCB Compact Products configuration, the ECU-MIDI will perform all of the I/O functionality of the electronic system.
Much of this functionality is similar to the JCB Heavy Products system.
The ECU-MIDI and the EMS are connected together via the vehicle’s CAN network. Both have CAN (J1939) & RS232
ports allowing system configuration/diagnostics, software upgrades, and the ability to act as a gateway to the CAN
network. ECU-MIDI has the potential for a second CAN network to allow the connection of an electronic engine in the
future.
The I/O allocation list for the ECU-MIDI is contained within Section 9.0.
The ECU-MIDI will provide two reference voltages for more accurate internal Analog-to-Digital measurement.
¾ The Sensor Reference (+Vref) is 5.0V.

¾ The Sensor Ground is 0V.
The machine sensors should be connected to the reference voltages to avoid ground offsets and other errors. The Sensor
Ground should only be connected to external system sensors, and should not be connected to "chassis ground" or "battery
return" or any other common vehicle electrical connection.
Digital inputs are connected to external switches and sensors that toggle to either ground or vehicle battery (nominal
+12V).
The ECU-MIDI is capable of driving high side or low side outputs. Many of these outputs can also be used for providing a
PWM signal. Some of the drivers have associated current sense circuitry to enable the average current to be determined.
In the case of a PWM signal, the current sense circuitry allows the software to adjust the PWM duty cycle to compensate
for supply voltage & temperature effects on load current.
The high side drivers are self-protecting against over current, short circuit, over temperature and open circuit. The system
can detect these fault conditions and a warning message displayed.

1.2 EMS Display
The EMS instrument panel provides the operator interface to the vehicle system via an LCD display and a series of
warning lamps. Five push buttons are included to access the functions of the EMS. The LCD display and the push
buttons are back-lit to improve their visibility when the vehicle cab is dark.
1.2.1 LCD Features

A) Three 20-segment bar graph gauges for fuel level, engine water temperature, and hydraulic oil temperature.
Fuel Gauge Represents the level of fuel within the tank. The number of bars illuminated will be proportional
to the level of fuel in the tank.
Water Temp Gauge Represents the engine coolant temperature. The number of bars illuminated will be proportional
to the temperature of the engine coolant.
Hyd Oil Temp Gauge Represents the Hydraulic Oil temperature. The number of bars illuminated will be proportional to
the temperature of the hydraulic oil.
B) An 11-character 14-segment alpha-numeric display runs along the top of the LCD. Under normal conditions this will
display the Engine Hours on the first five digits on the left-hand side and a time-of-day clock on the four digits on the right.
This area is also used to display information and warning messages to the vehicle operator.
C) A 7-segment display and “Power mode” legend displays the current Operating Mode of the machine (either “S” or “L”).
D) A Gear icon together with either a “Hare” or “Tortoise” icon are used to represent the travel speed of the machine. The
Hare or Tortoise icons are displayed dependant on the status of the Travel Speed input. The Hare is displayed in fast
mode, and the Tortoise is displayed in standard mode.
E) An Hour-glass icon is located under the second digit from the left and is used to indicate that the system is counting
engine hours. This icon will flash to show engine hours are accumulating (i.e. the engine is running). When a message is
not being displayed, the five digits on the left side of the top row of the display will display the accumulated engine Hours.
F) A Clock icon is located under the four digits on the right to indicate that the display is showing the time of day. A colon
between the last two digits on the right and the adjacent two will flash to indicate that the clock is accumulating. The Clock
will be able to display either 12 or 24 hour formats. A dot, located between the third and fourth digits from the right, will
illuminate to determine AM/PM in the 12 hour mode. When the dot is ON, it is PM.
G) If a machine error occurs then the normal Engine Hours and clock display is replaced by a warning message. If the
error persists, the display will alternate between the warning message and the Engine Hours/clock display. If there are
multiple warning messages to be displayed, the display will cycle the messages through the display. The normal clock and
engine hours display is also overwritten by one-time status messages which indicate machine operational changes.
These will automatically be cleared after a period of 10 seconds.
POWER
MODE
EMS Instrument Panel LCD Layout

1.2.2 LED Indicators
The instrument cluster includes 18 LED indicators. These indicators illuminate as required for errors, warnings, or
information to the operator. The table below lists the function and colour of each indicator.
Engine Engine Oil Alternator Service Air Filter Hydraulic Oil

Coolant Pressure Too Voltage Low Required Blocked Temperature
Temperature Low (RED) (RED) (RED) Too High
Too High (RED) (RED)
(RED)
Slew Lock Isolator/Lock Blank Lifting
Active Lever Up NOT USED Overload
(RED) (RED) Warning
(RED)
Indicators Hazards Main Beam Dozer Down Low Brake Blank
NOT USED NOT USED ON NOT USED Pressure NOT USED
(GREEN) (RED) NOT USED (YELLOW) NOT USED
(BLUE) (RED)
Note: These pictures will be changing when the overlay for the EMS has been decided.
Machine Engine
Machine Services
Machine Roading
LED Indicators and Icons Need new picture and Icons
1.2.3 EMS Operator Switches

The instrument cluster incorporates five push-button switches for operator configuration/set up. With these switches, the
operator has the ability to select data, perform limited system diagnostics and change the display modes on the module.
BUTTON LABEL FUNCTION
SET Select Set up

ACK Acknowledge
MODE Select power mode
Up Arrow Up/ increment
Down Arrow Down/decrement
EMS Buttons
1.2.4 Internal Buzzer

The EMS contains an internal piezo buzzer that is used as an alarm device for the operator. The buzzer is activated for
various fault and warning conditions.. In many cases, the operator can temporarily silence the alarm by pressing the ACK
button on the front of the EMS.

1.3 Fascia Switch Panel (FSP)
An evolution of the current Eurocab has been developed and is known as Cab2000. The operator switches have been
placed in an arc directly in front of the operator. This arrangement is known as the Fascia switch panel. The Fascia
switch panel contains ten switches arranged in an arc. The switched functions are as defined in the table below. Each
switch has an associated status indicator and back light illumination. Nine of the switches are of the normally open push
to make type, with the tenth acting as a double pole latching normally closed type (Emergency stop) with an associated
volt free contact. The fascia switch panel is connected to the system by a synchronous serial link (SPI) to the EMS
instrument cluster. The controlled functions are to be located within ECU-MIDI.
TRACKED MACHINES FUNCTION OPERATION STATUS INDICATION

Button Label (EMS acknowledge &)
FS1 Emergency Stop N/o Push on, push off LED + Red infil to button
(latching)
FS2 Slew Lock N/o Push on, Push off LED
FS3 Lifting Overload N/o Push on, Push off LED
FS4 Work Lights N/o Push on, Push off LED
FS5 Servo Isolator N/o Push on, Push off LED
FS6 Quick hitch N/o Push on, Push off LED
FS7 Beacon N/o Push on, Push off LED
FS8 Screen Washer N/o Push to operate LED
FS9 Screen Wiper N/o Push int, Push on, Push LED (Flashing in intermittent)
off.
FS10 Auto Idle N/o Push on, Push off LED
Fascia Panel Button Allocation
1.4 Joystick Functions

The switched functions available on the joysticks are connected directly to the inputs of ECU-MIDI. ECU-MIDI controls the
respective outputs. The switches are of the push to make type and the functions are detailed below.
BUTTON FUNCTION OPERATION

LABEL
Left Joystick
JSL1 NOT USED Not Yet Allocated C

JSL2
JSL3 NOT USED Not Yet Allocated
JSL4 Horn N/o Push to operate (momentary)
2 4
Right Joystick
JSR1 NOT USED Not Yet Allocated

JSR2 HI FLOW F N/o Push to operate (momentary) 4
JSR3 HI FLOW R (OPTIONAL) N/o Push to operate (momentary)
JSR4 One Touch Idle N/o Push to operate (momentary)
Joystick Button Allocation

2.0 Communications Ports and Other Hardware Features
2.1 CAN Network

The CAN communications port conforms to the SAE J1939/11 standard, and carries data at a rate of 250kbps. It is
provided as a means of loading new firmware into the EMS module or the ECU-MIDI module, either at a Vansco or JCB
facility, or in the field. This programming would normally be done using a computer running “JCB Service Master” (or
equivalent), along with a DLA (Data Link Adapter) hardware interface, connected to a diagnostic connector on the vehicle.
The CAN communications port is also used for obtaining diagnostic information from the machine. This can then be
displayed and monitored using a computer.
Each module will have the provision for termination resistors.
The JCB group standard will apply to the software protocols and fault handling functions of the network. This standard
follows the recommendations of SAE J1939/71.
2.2 RS-232 Port

The EMS and the ECU-MIDI also have a “pseudo-RS-232” communications port. (The port uses a TLL-level driver and
receiver, rather than “true” RS-232, but uses the standard asynchronous data format, running at 9600 baud.) Although this
port is not accessible through the machine harness, for the ECU-MIDI it is possible to connect a diagnostic harness to the
machine and access it that way. This port has one main use:
¾ Downloading of “Boot-load” firmware into the EMS and the ECU-MIDI.

¾ Monitoring specific diagnostic information during development.
This port has been retained for historical reasons, and its use is limited to Vansco and JCB Engineering personnel.
2.3 Other Hardware Features

The modules contain other hardware to implement some of the functions of the system. Included are:
¾ EEPROM to store engine hours, vehicle serial number, model, build date, service history,
language settings, throttle calibration settings, etc.
¾ Real-time clock calendar with internal battery-backup.

3.0 Design Requirements
The EMS and ECU-MIDI operate from a nominal +12V vehicle battery/alternator supply.
The EMS and ECU-MIDI has been designed and tested to meet the following electrical and environmental design
standards:
CP to provide a list of all the required standards and any other requirements here.
The designer of the hardware for this module should note the JCB Group Specifications for Electrical and Electronic
Components as listed in section “3.2 - Validation Testing”. Vendors should pay attention to 7800/0106 with respect to
electrical steady state conditions and transient voltages.
The module must pass all legal requirements for EMC compliance. Detailed specifications are referenced by JCB Group
Specification for Electrical and Electronic Components (7800/0107). These requirements include:
RF Immunity For safety critical control this is currently 50 V/m over 20MHz to 1GHz range.
Narrowband Emissions ISO DIS 13766 for earth moving equipment, ISO FDIS 14982 (Agricultural Equipment)
Electrostatic Discharge This applies to testing a vehicle by subjecting certain points on the vehicle to a series of
electrostatic discharges. The JCB Specification 7800/0107 also tests the ECU-MIDI as a
component by subjecting each connector pin to a series of electrostatic discharges.
Electrical Transients The requirement to test to ISO 7637 is already covered in JCB specification 7800/010

4.0 EMS Enclosure
Many changes have been made to the current production version of the Heavy Products EMS. A redesign of the Cab has
required a new style and mounting for the EMS. The Compact Products 807 machine will be adopting this new cab design
and therefore the new EMS. The details of this EMS enclosure are given below.
4.1 Housing Requirements

The following is a list of requirements that must be met by the EMS enclosure.
• Since this new style of EMS is not enclosed within any panelling, all markings on the EMS must match the styling of
the Cab. All markings should, where possible, be a black label with white letters. These markings will include:
• JCB Part Number.

• Serial number.
• Manufacture Date.
• “Warranty Void If Opened” warning to be printed on a label fixed to the bottom.
• Material code and JCB logo (height 15mm) to be moulded into back face of enclosure, below ball joint.
• Colour to be dark grey to RAL7021.
• Texture to be fine haircell (Gravutex VW41).
• Harness cover to be black or dark grey.
• Operating temperature range: -40°C to +85°C.
• Black silicon will be applied to the bottom right screw on the back of the EMS to provide tamper proofing to this part.
This will indicate if the module has been opened in the field.
• Sealing to IP65.
• Materials to be fire resistant, UV stable and chemically resistant.
• Overlay to be same as the existing Heavy Products EMS (704/50028), with the new JCB logo.
4.2 Mounting and Connection

The mounting will fit on ball joint 331/27335 (Britax PMG 7900.007). The EMS is to be supplied with ball joint fitted. The
ball joint mounts to a Ø20mm horizontal shaft.
The minimum articulation of the ball joint to be 15° in all directions.
The connector will be supplied at the end of a flying lead. The length of this flying lead harness is to be 300 mm ± 10 mm
from the back of the EMS to the end of the connector. The EMS connector will be a 16 pin AMP Econoseal J Series (p/n
368050-1). Pinouts to this connector are given later in this specification.
4.3 Testing
All tests to be carried out as per the JCB standards shown. These should be carried out to Level 4 Æ In Cab:
1. Sealing: 7800-0103
2. Vibration: 7800-0102-2
3. Shock: 7800-0102-1
4. EMC: 7800-0107
5. Temperature: 7800-0101

5.0 Software and Diagnostics
Both the EMS and the ECU-MIDI contain a micro-controller and software. The software defines the functions, capabilities,
and “personality” of the system. The software is stored in re-programmable flash memory and is different for the EMS and
the ECU-MIDI. Besides the normal vehicle functions, the system can assist in vehicle repair and trouble-shooting by
displaying the values of various vehicle parameters that it can sense.
5.1 Programming
The EMS and the ECU-MIDI are shipped from the Vansco factory pre-programmed with the latest version of software
(sometimes called “firmware”). The fascia switch panel also contains some software that is necessary to support the
operation of the panel and is not application specific to the button functions.
It is sometimes necessary to re-program an EMS or an ECU-MIDI after it has been in the field. Programming is done
through the CAN port, using a Vansco Data Link Adapter (DLA), and a IBM-compatible personal computer equipped with
JCB Service Master or equivalent application. The Service Master flash-down-loader application will read and display the
current version of EMS and ECU-MIDI software, and allow the user to load a newer or different version into either module.
It is not possible to change the software within the fascia switch panel.
Only JCB or Vansco service personnel should perform EMS or ECU-MIDI re-programming.
5.2 Bootloader
The process of downloading application software over the CAN bus requires that the module contain a “Bootloader” that
will communicate with the PC download tool. Both the EMS and ECU-MIDI contain a bootloader. The bootloader is a
section of code that remains in the module and does not get erased when new software is loaded.
The only way to re-load the bootloader is over the RS232 serial port as described in section 2.2. This will normally be
done at Vansco and supplied to JCB already installed. Under normal operating situations, it will not be necessary to re-
load this code in the field.
The booloader in the ECU-MIDI will also contain test code that can be used to toggle outputs and monitor the state of
inputs. This can be very useful in troubleshooting both the ECU-MIDI and the vehicle harness.
5.3 Configuration and Set-up

When the modules are installed in an 807 excavator, it must be configured for that vehicle. This is done using JCB
Service Master Set-up tool or equivalent. The set-up information is stored in the ECU-MIDI. The settings are:
¾ Model Number (Currently only 807)

¾ Vehicle serial number
¾ Build Date
¾ Alternative message language
¾ Vehicle options selected
If either an EMS OR an ECU-MIDI has not been configured, the message “SETUP RQD” will be displayed when the
system is in a ‘KEY-ON’, ‘CRANKING’, or ‘RUNNING’ state. This message should clear when a set-up has been
performed. The set-up configures the software to run in different ways and it is important that this is performed on every
machine.
It is also possible to set the destination country of the vehicle using the set-up tool. This will cause the appropriate
alternate languages to be downloaded and stored in the EMS module. The desired language can then be chosen using
the EMS Set menu.
Whenever the language downloaded to the system is different than the existing languages, the system should change the
selected language back to English.
Setup – triggers the update to the languages and resets the ETS values to their default values.
The following is a list of the options the are selectable within the set-up tool:
¾ Travel Alarm – Section 6.17

¾ Double Acting High Flow – Section 6.22
¾ Front and Rear Work Lights – Section 6.23
¾ Quick Hitch – Section 6.29
¾ Overload Caution – Section 6.30
¾ Refuelling pump – Section 6.32


5.4 Menu Modes
The EMS has three different types of Menu modes. These modes are designed to allow the operator to monitor the
operation of the vehicle as well as calibrate some of the vehicle functions.
5.4.1 Set Mode

Pressing the Set button on the EMS enters the Set Mode menu. Pressing the Up and Down arrow keys will scroll through
the different entries.
The entries will be displayed as follows by pressing the down arrow key:
¾ CLOCK
¾ LANGUAGE
¾ HIGH FLOW
¾ AUTO IDLE T
¾ INT WPR SPD
¾ DATE
The up / down arrows scrolls through the menu and the item is selected by pressing the “ACK” button. Pressing “SET” at
any time will return the operator to the normal display. These menus will allow the user to change values that are stored
by the system. In all cases, the value being changed will flash at a rate of 2 Hz and the up and down arrow keys are used
to select the correct value. Holding the arrow keys down will cause the values to scroll until the button is released.
CLOCK: 12/24? 24 Use the arrow keys select 12/24 hour format. Then press “ACK” to accept format.
XX:XX This will display the currently set time. Use the arrow keys to set the hours and
press “ACK” to accept the value. Now do the same for the minutes.
LANGUAGE: English Language set up. Use the scroll keys to change between pre-programmed
alternative languages and English. Press the “ACK” button to accept. All EMS
messages will then be shown in the selected language.
HIGH FLOW XXXX.X XXX.X The total hours that the high flow or double acting high flow features are in use. If
the input for these features is active, then hours should be accumulated. The left
number displayed shows the total hours (99, 999 max). The number on the right
shows the number of hours used since the last service (9, 999 max). This value will
be flashing and can be reset by pressing the “ACK” button. Where stored??
Reset Hrs? A further press of the “ACK” button will set the hours since service to zero.
AUTO IDLE T: XX SECONDS This is the auto idle delay time. Scroll keys increment/decrement the delay time
from a minimum of 5 seconds up to a maximum of 30 seconds. Press the “ACK”
button to accept the value. The default value for this setting is 5 seconds.
INT WPR SPD: Wiper SPD-X Intermittent wiper speed. Use the scroll keys to increment/decrement the delay
between stroke time. There are 10 different speed settings. Press the “ACK”
button to accept new value.
DATE: XXXX-XX-XX The current date. Use the scroll keys to increment each value. Press the “ACK”
button to move from year to month. Press it again to move from month to day. One
more press will enter the value in memory.

5.4.2 Diagnostic Mode
The EMS Diagnostic Mode allows the operator or service personnel to display various parameters measured by the EMS.
Pressing SET and MODE together enters the Diagnostic Mode. The message “MODEL TYPE” will indicate that the EMS
is in Diagnostic Mode. Pressing SET will return the EMS to normal mode.
The parameters will be displayed as follows:
¾ MODEL NUM
¾ PILOT SWTCH
¾ SENSE POT
¾ SET POT
¾ SENSOR VOLT
¾ SYS VOLTS
¾ ALT EXCITE
¾ FUEL LEVEL
¾ WATER TEMP
¾ HYD TEMP
¾ THROTTL PWM
¾ HRDWARE VER
¾ SFTWARE VER
¾ SERIAL NO
The up / down arrows scrolls through the menu and the item is selected and exited by pressing the “ACK” button.
Pressing “SET” at any time will return the operator to the normal display.
MODEL NUM: XXXX Displays the model type of the machine. If the system has not been set-up, then
this item should display “SETUP RQD”.
PILOT SWTCH: XXXXX 0FF/ON Displays the status of the pressure switches on the machine. Use the scroll keys to
go through the following switches, and the current status will be displayed.
SLEW Slew pressure switch status.
MAIN Boom pressure switch status. This is used for Auto Idle control.
TRAVEL Travel pressure switch status.
SENSE POT: VOLTS X.XX Displays the throttle sense potentiometer position in Volts.
SET POT: VOLTS X.XX Displays the throttle set potentiometer value in Volts.
SENSOR VOLT: VOLTS X.XX Displays the system sensor voltage in Volts.
SYS VOLTS: VOLTS XX.XX Displays the measured battery voltage from the ignition input in Volts.
ALT EXCITE: OFF / ON Displays the state of the alternator excitation output. If the alternator output is on
and attempting to initiate alternator charging, then ON will be displayed. If the
alternator output is off, then OFF will be displayed. If there is an error with the
alternator excitation output, then this should display “ALT ERROR”.
FUEL LEVEL: XX PERC Displays the fuel level sensor value as a percentage of full. If there is an error with
the fuel level sensor, then this should display “SENDER ERR”.
0
WATER TEMP: XX DEG C Displays the current engine coolant temperature in C. If there is an error with the
water temperature sensor, then this should display “SENDER ERR”.
0
HYD TEMP: XX DEG C Displays the current hydraulic oil temperature in C. If there is an error with the
hydraulic temperature sensor, then this should display “SENDER ERR”.
THROTTL PWM: XX.X PERC Displays the current duty cycle output to the throttle solenoid valve in %.
HRDWARE VER: XXX--v X.XX Use the up or down arrows to alternate between the EMS and the ECU-MIDI
hardware version numbers.
SFTWARE VER: XXX--v X.XX Use the up or down arrows to alternate between the EMS and the ECU-MIDI
software version numbers.
SERIAL NO: XXXXXX Displays the machine serial number that was entered during set-up. If the system
has not been set-up, then this item should display “SETUP RQD”.

5.4.3 Calibration Mode
In order to enter the Calibration Menu, the SET and MODE buttons must be held down for 20 sec. This menu enables
JCB trained personnel to perform infrequent service operations that would not normally be carried out by the end user.
The following is a list of the operations available from this menu.
¾ SERVICE OFF
¾ CALIBRATE
¾ OVER RIDE?
¾ DEFAULT SET
The up / down arrows scroll through the menu and the item is selected by pressing the “ACK” button. Pressing “SET” at
any time will return the operator to the normal display.
SERVICE OFF: ID--XXXX The intermediate service warning can be cancelled by entering this menu. This
screen allows service personnel to enter their JCB dealer code. A service event will
then be recorded in memory. The operational details of this menu can be found in
section 6.28.1.
CALIBRATE: XXXXXX This section is used for calibrating the throttle system on a machine. The throttle
calibration should be performed on every new machine, when the throttle linkage
parts are replaced or when the “NO THROTTLE” warning appears on the EMS.
Numerous throttle error codes, as described in section 8.0, could also mean that a
re-calibration is required.
If a calibration has not been performed on a machine, a “RECALIBRATE” message
is displayed at key-on. The details describing how to carry out this calibration
procedure are explained in section 6.5.1.
OVER RIDE?: OFF/ON Under normal conditions, when the ignition is energised and the engine is not
running (Section 6.1.2), most solenoids are de-energised to reduce battery drain
and to reduce engine load whilst cranking. For maintenance purposes an override
facility is incorporated to safely operate the solenoid outputs whilst the engine is not
operating. When this menu item is entered, the EMS will display the current state
of the feature (OFF or ON). The up and down arrows can be used to change this
setting to the desired value. To enable the override facility, change the setting to
ON and press the “ACK” button. This feature, once enabled, is automatically
cancelled and set to OFF by cycling the ignition or if the system enters a
‘CRANKING’ or a ‘RUNNING’ state.
DEFAULT SET: RESET? When this mode is entered using the “ACK” button, a confirmation message
“RESET?” will be displayed. Pressing the “ACK” button again will set all of the user
controllable options back to their default values. The settings and their default
values are given in the table below. It should only be possible to use this menu
when the system is in a ‘KEY-ON’ state. In any other state, this menu item should
not be shown. Test this.
FUNCTION DEFAULT VALUE
Auto Idle Time 5 Seconds

Intermittent Wiper Speed Setting 1
Power Mode “S” – Standard Mode
One Touch Idle OFF
Beacon OFF
Servo Isolator Button OFF
Slew Lock OFF
Auto Idle OFF

High Speed Travel LOW
Overload OFF
Default Setting Table

6.0 EMS Vehicle Functions
The following sections describe the vehicle functions of the Compact Products 807 electronic system. The diagrams
shown below define the circuit symbols used throughout functional description.
Circuit Symbols
PWM Normally Closed

Solenoid Valve Pressure Switch
Solenoid Valve Normally Open

Pressure Switch
Analogue Input Frequency Input

Potentiometer
0
t Analogue Input
Thermistor Float Switch
Switched Input D.C. Supply

Latching Alternator
Switched input
(Push to make)
Switched input
(Push to break)
CAN Communication Link
SPI Communications Link

6.1 Power On Functionality
6.1.1 Wake-UP Functions

A wake-up function is one that demands functionality from the ECU-MIDI, even though the ignition key-switch is in the OFF
position. This section applies when a function is operating in a ‘WAKE-UP’ state.
If a wake-up input is active, then the ECU-MIDI will be powered and should allow functionality to the active inputs only. All
other functionality will be disabled. The EMS and the fascia panel will remain in a powered down state and will not be
functional.
The following are a list of wake-up functions present on the machine. Also listed is the relevant section that explains their
function:
¾ Horn (Section 6.16)

¾ Fuel Pump (Section 6.32)
¾ Courtesy Light (Section 6.33)
If the key-switch is turned on while the ECU-MIDI is operating in a wake-up state, then the system should perform all it
regular power-up functions without interruption to the wake-up function.
If the key-switch is turned off and a wake-up input is still active, the system should perform all the normal power-down
functions without interruption to the wake-up function.
Note: Some of the system requirements described below may include the cycling of the key-switch as part of their
functionality. If the key-switch is cycled while a wake-up function is active, non-active functions should behave
as though the system has been powered cycled even though the ECU-MIDI has remained powered.
Note: Due to the vehicle wiring, wake up functions will still be active when the vehicle’s redundancy switch has been
turned on. In this case, the EMS will inform the ECU that the system is in redundancy mode so that wake up
functions can be disabled.
It is possible for the door to the cab to be left open on a machine. This means that the ECU-MIDI will remain powered
even though functionality may not be required. To reduce prolonged current drain on the battery, the ECU-MIDI should
turn off power to its relay controlled output banks once output functionality is no longer required. This should only happen
when the system is in a ‘WAKE-UP’ state.

6.1.2 Key-ON
It is also possible for the ECU-MIDI and the EMS to be powered up via the key-switch without the engine running. This will
be referred to as a ‘KEY-ON’ state throughout this specification. This will be the case if:
¾ The key switch is turned from the ‘OFF’ position to the ‘ON’ position.
¾ The engine was running, but the ‘EMERGENCY STOP’ button has been pressed and the
key switch is still on.
¾ The engine stalls and the key-switch is still on.
The ECU-MIDI, EMS and Fascia Panel will be powered and should operate to a limited range of functionality. In this state,
the following functions are allowed:
¾ No Charge Warning (Section 6.3.2)

¾ Engine Oil Pressure Warning (Section 6.4)
¾ Power Modes (Section 6.6)
¾ Pre-Heat Warning (Section 6.7)
¾ Auto Idle (Section 6.9)
¾ One Touch Idle (Section 6.10)
¾ Redundancy Mode (Section 6.12)
¾ Travel Alarm (Section 6.17)
¾ Slew Lock (Section 6.19)
¾ High Speed Travel – Output disabled (Section 6.20)
¾ All bargraph display functions (Sections 6.24, 6.25, and 6.26)
¾ Air Filter (Section 6.27)
¾ Service Required Warning (Section 6.28)
¾ Quick Hitch (Section 6.29)
¾ Overload Caution (Section 6.30)
¾ Wiper (Section 6.14)
¾ Washer (Section 6.15)
¾ Horn (Section 6.16)
¾ Fuel Pump (Section 6.32)
¾ Courtesy Light (Section 6.33)
¾ Servo Isolator and Lever Lock (Section 6.13)
¾ Work Lamps (Section 6.23)(Buzzer should sound but can be cancelled by “ACK”)
¾ Beacon (Section 6.31)(Buzzer should sound but can be cancelled by “ACK”.)
¾ Emergency Stop and ESOS functionality (Section 6.11)
All other outputs, not associated with the functions given above, should be de-energised and their functions de-activated
when the system is in a KEY-ON state. These outputs can be over-ridden for test purposes through the 20 second set +
mode ‘OVER-RIDE’ sub menu on the EMS. This override is cancelled when the ignition is cycled or the crank input is
activated (Section 5.4.3).

6.2 Engine Cranking and Running
ECU-MIDI
Oil Pressure Input
Oil Pressure Switch (A3 / IP35)
+V
Crank Input Crank Input
(A17 / IP12)
+V
Ignition Switch Input Ignition Input
(B5 / SYS22)
+V
Alternator Alternator Excitation Output

(C22 / HS OP4)
Alternator Analog Input

(A9 / AN IP3)
6.2.1 Cranking
When the key-switch is turned to the crank position, the crank input to the ECU-MIDI will become active in its ‘HIGH’ state.
When this happens, the system will no longer be in a KEY-ON state and will instead be in a ‘CRANKING’ state.
In a ‘CRANKING’ state, the following functions must be disabled either for safety reasons, or to reduce current draw from
the battery.
¾ Output Override Feature (Section 5.4.3)

¾ Alternator Excitation (Section 6.3.1)
¾ Work Lights (Section 6.23)
¾ Wipers (Section 6.14)
¾ Washer (Section 6.15)
¾ Refuelling Pump (Section 6.32)
¾ Beacon (Section 6.31)
If any of these features are active when the ‘CRANKING’ state is entered, then they may or may not be resumed once
cranking is complete. See each function’s section for more details.
It is important to know when cranking is complete so that other functions can be enabled. The crank signal can be quite
noisy and therefore misleading. For this reason, a “CRANK_DONE” flag is defined here to determine if cranking is
complete.
CRANK_DONE TRUE ...................(If a falling edge has been seen on the crank signal) and
(The crank signal has been low for 0.5 sec) then
the flag should be set to TRUE.
FALSE .................If the system enters a KEY-ON state or a CRANKING state, as defined above,
then the flag should be set to FALSE.
This flag will be used in the following few sections. Once the CRANK_DONE flag is set to TRUE, the system will exit the
‘CRANKING’ state. The next section describes what the next state will be.
Note: The key-switch on the 807 machines must be turned to the ‘OFF’ position between each cranking attempt. In
other words, the key-switch can be turned to the crank position only once per key-on.
Note: If the engine is started but the ECU-MIDI does not receive a crank signal, a crank error (101) will be given to
indicate a faulty crank signal. This error should clear when the key switch is cycled or if a crank signal is
detected.

6.2.2 Running
In order to determine if the engine is running the tables given below must be used. The appropriate table to use is chosen
based on the state the system is in (KEY-ON, CRANKING etc…). The state of the alternator and the state of the oil
pressure are described here as being YES or NO. For an explanation of how these are determined see section 6.3.1 –
Alternator and section 6.4 – Oil Pressure.
Each line in these tables is numbered with its ‘Condition Number’. These numbers will be referred to in future sections.
Should there be a better reference to the required error code in the highlighted sections show below???
Fix the condition numbers.
TABLE 1 – (KEY-ON STATE)

OIL
ALTERNATOR PRESSURE TIME FROM KEY-ON NEW STATE FAULTS SECTION
1 YES YES <5 SECONDS KEY-ON 6.1.2

YES YES >5 SECONDS RUNNING CRANK ERROR 6.2.1
YES NO <1 SECONDS KEY-ON 6.1.2
2 YES NO >1 SECONDS KEY-ON ALTERNATOR ERROR 6.3.2
3 NO YES <60 SECONDS KEY-ON 6.1.2
4 NO YES >60 SECONDS KEY-ON OIL PRESS SWITCH ERROR 6.4
5 NO NO 0 SECONDS KEY-ON 6.1.2
TABLE 2 – (CRANKING STATE) && (CRANK_DONE == TRUE)

OIL TIME FROM
ALTERNATOR PRESSURE (CRANK_DONE)==TRUE NEW STATE FAULTS SECTION
6 YES YES 0 SECONDS RUNNING 6.2.2

7 YES NO <5 SECONDS RUNNING 6.2.2
8 YES NO >5 SECONDS RUNNING LOW OIL WARNING 6.4
9 NO YES <15 SECONDS RUNNING 6.2.2
10 NO YES >15 SECONDS RUNNING NO CHARGE WARNING 6.4
NO NO <10 SECONDS RUNNING 6.2.2
11 NO NO >10 SECONDS KEY-ON 6.1.2
TABLE 3 – (RUNNING STATE)

OIL TIME IN CURRENT
ALTERNATOR PRESSURE CONDITION NEW STATE FAULTS SECTION
12 YES YES 0 SECONDS RUNNING 6.2.2

13 YES NO <1 SECONDS RUNNING 6.2.2
14 YES NO >1 SECONDS RUNNING LOW OIL WARNING 6.4
15 NO YES <15 SECONDS RUNNING 6.2.2
16 NO YES >15 SECONDS RUNNING NO CHARGE WARNING 6.4
17 NO NO 0 SECONDS KEY-ON 6.1.2
If the Emergency Stop button has been pressed, then the system should change to a KEY-ON state. After this point,
regardless of the state of the emergency stop, the faults shown in conditions 1 and 2 of these tables will be ignored until
the key switch is cycled.
Note: When a time is given in one of these tables, the specified state must be maintained for that time without change,
for that condition to be valid.
These tables use 3 inputs (Engine Oil pressure, Alternator Charging Status, and Crank signal) to determine the state of
the engine. The tables have been designed so that only two of these 3 signals are required to put the system into a
‘RUNNING’ state. The faults in these tables have been chosen assuming that only one of these 3inputs can be at fault at
a time. This means that, after cranking, if either the oil pressure or the alternator indicate that the engine is running, then
the system should assume it is running.
Once the ‘RUNNING’ state has been reached, the system will become fully functional. Features such as throttle control
will now be allowed and the engine hours, as described in the next section, should continue incrementing from their
existing value.


6.2.3 Engine Hours
ECU-MIDI EMS
XXXX.X
CAN Data CAN Data
The ECU-MIDI increments and stores vehicle engine hours, based on the system’s state of operation. If the system is in a
‘RUNNING’ state, then the engine hours will be accumulated. If the system is not in a ‘RUNNING’ state, the engine hours
will remain at their current value.
Because of the importance of engine hours for JCB warranty purposes, Service Master or other normal field tools cannot
change this value within the modules. Only a dedicated software tool written by Vansco can change or reset the stored
value for engine hours. This tool is available only to Vansco and to JCB Engineering personnel.
Since it is possible for a module to be replaced on a machine, the ECU-MIDI and the EMS will both store the engine hour
value. When the system enters a ‘KEY-ON’ state, the EMS will compare the value it has with the value stored in the ECU-
MIDI. If the two values are within 1 hour of each other, then the larger of these two values will be chosen as the valid
engine hours. However if the two values are different by more than 1 hour, then a 10 minute delay should allowed before
the modules update each other. This will allow modules to be swapped on a machine for testing purposes without
corrupting the hours in the swapped module. During this 10 minute period, normal vehicle functionality is allowed and the
EMS should display the larger of the two stored engine hours. Once 9 minutes have passed, the EMS will turn on its
buzzer and give the message “HOUR UPDATE”. Pressing the “ACK” button will NOT clear this message or buzzer.
When 10 minutes are reached, the message and buzzer are cleared and the larger of the two engine hours is stored in
both modules.
Note: The 10 minute period will be applied while the system is in a ‘KEY-ON’, ‘CRANKING’, or ‘RUNNING’ state. If the
key-switch is cycled during the 10 minute period, then the 10 minute period should be restarted.
Once the system is in a ‘RUNNING’ state, the hours will continue to increment based on the value chosen after the ‘Hour
Update’ period.
If the total engine hours are less than 10 000, then the hours will be displayed to 0.1-hour resolution (XXXX.X). When the
engine hours reach 10 000, the hours will be displayed to 1-hour resolution (XXXXX).
Once the system is in a ‘RUNNING’ state, as reported by the ECU-MIDI, the EMS should flash the hour glass icon on the
LCD display at a rate of 1 Hz. This icon should only flash while the system is in a ‘RUNNING’ state, otherwise it should
remain on without flashing. The hour glass icon should be illuminated in this way even if the engine hours are not being
displayed do to a status or error message. Reword?? Is this sentence needed??

6.3 Alternator Charging
+Vbatt
Alternator Switch ECU-MIDI EMS
Alternator Excitation Output
(C22 / HS OP4) ALTERNATOR
CAN Data
(A9 / AN IP3)
+Vbatt
Crank Input
(A17 / IP12)
Crank Input
Oil Pressure Input

(A3 / IP35)
Oil Pressure Switch
6.3.1 Alternator Excitation

The Alternator used on the 807 machines requires an excitation current to one of its terminals to begin its charging
process. Different values of excitation current will cause the alternator to begin charging at different engine RPM. During
operation the alternator should begin charging at a speed greater than the cranking speed, but less than the low idle
speed. The ECU-MIDI has been designed so that the output current will cause the alternator to turn on at this desired
point.
Input
The ECU-MIDI will use the alternator analog input to determine if the alternator is charging or not. When the alternator is
not charging, a low (ground) will be measured at the alternator input. When the alternator is charging, a high (+Vbatt) will
be measured at the alternator input. It is also possible for the alternator to be in an error state. This state can only exist
when the alternator analog input is less than 10V as shown in the table below.
For the purposes of the tables given in section 6.2.2, the following definition should be used.
ALTERNATOR CHARGING ALTERNATOR EXCITATION ALTERNATOR

STATE STATUS OUTPUT ERROR STATE ANALOG INPUT
YES IS CHARGING ANY GREATER THAN 10 V

NO IS NOT CHARGING NORMAL LOAD LESS THAN 10 V
ERROR UNKNOWN OPEN CIRCUIT LESS THAN 10 V
ALTERNATOR STATE TABLE

Note: If the analog input voltage is greater than 10V, the alternator is in an ON state regardless of the error
status.
Output
The alternator excitation process will begin when the alternator is NOT in an error state and:
¾ The CRANK_DONE flag (Section 6.2.1) has been set to TRUE.

¾ The system is in condition 3 or 4 as defined by the tables in section 6.2.2. If the system
leaves these conditions, the alternator excitation process should stop.
¾ The engine is in a ‘RUNNING’ state but the alternator is in a ‘NO’ state.
Ideally, the alternator excitation output would be energised continuously during the excitation process. However, due to
heating restrictions within the ECU-MIDI, the following sequence should be used. Initially, the output will be energised for
20 seconds. After this, the output will be pulsed on for 1 second and then off for 5 seconds. The system will ensure that
this sequence cannot be restarted if it is already in progress. Whenever the output is on, current is provided to the
alternator so that charging can begin.
This sequence will be maintained until one of the following occurs:

¾ The alternator is charging and therefore the alternator is in a ‘YES’ state, as defined above.
¾ CRANK_DONE is set to FALSE (unless the system is in condition 3 or 4 as described
above).
¾ The alternator is in an ‘ERROR’ state as described in the tables above.
When any of these events have occurred, the alternator excitation output will be turned OFF.
Errors
The error code associated with the alternator is error 102 and there are two ways that this could be triggered.
¾ If the system is in condition #2 as shown by the running tables in section 6.2.2

¾ If the alternator is in an ‘ERROR’ state as defined above. This state must be maintained for
5 seconds or more before the error should be given.

6.3.2 No Charge Warning
Alternator
As described in the previous section, the connection between the ECU-MIDI and the alternator is through an output from
the ECU-MIDI. When this output is turned off, the state of the alternator can be monitored.
Unless it is illuminated by some other function, the ‘NO CHARGE WARNING’ LED, shown in the above diagram, should
always reflect the state of the alternator as follows:
¾ If the output is low (’NO’ or ‘ERROR’ state), the alternator is not charging and the LED
should be ON.
¾ If the output is high (’YES’ state), the alternator is charging and the LED should be OFF.
There are two types of faults associated with the alternator as shown in the tables given in section 6.2.2. Condition 2
indicates that there is an error with the alternator or the connection to the alternator. This error is shown in section 8.0 as
number 102.
Conditions 10 and 16 indicate that the alternator is not charging when it should be. When the system has recognised that
the alternator is not charging, the message “ALTERNATOR” should be displayed on the EMS and the buzzer should
sound. These signals are in addition to the illuminated LED. Pressing the “ACK” button will silence this buzzer.
Note: When the alternator is in an ‘ERROR’ state, the system does not know if the alternator is charging or not,
and therefore the No Charge Warnings related to conditions 10 and 16 should NOT be given.
Battery Voltage
The voltage level of the battery is sensed on the ignition switched input to the ECU-MIDI. This analog reading should be
monitored for faults as follows.
When the system is NOT in a ‘RUNNING’ state, the following thresholds should be used:
¾ If the battery voltage is less than 10V for more than 5 seconds, then there is a fault.
¾ If the battery voltage is greater than 15V for more than 15 seconds, then there is a fault.
When the system is in a ‘RUNNING’ state, the following thresholds should be used:
¾ If the battery voltage is less than 12V for more than 5 seconds, then there is a fault.
¾ If the battery voltage is greater than 15V for more than 5 seconds, then there is a fault.
It is possible that the ECU-MIDI will detect an out of range voltage during the power-up sequence due filtering. This
should NOT cause any errors to be given to the operator.
In the case of a battery voltage fault, the ‘NO CHARGE WARNING’ LED should be illuminated, the message “BATT
VOLTS” should be displayed and the buzzer should sound. This buzzer can NOT be silenced.
In order to prevent unpredictable operation, the ECU-MIDI should shut down the engine if the battery voltage becomes too
low. The ESOS output should be turned off if the battery voltage has dropped below 9V for 5 seconds or more. This
applies in a ‘KEY-ON’ or a ‘RUNNING’ state but not during a ‘CRANKING’ state. If the ESOS is turned off during a ‘KEY-
ON’ state, it should not be turned back on if a ‘CRANKING’ state is entered.
Sensor Voltage
The sensor voltage (+Vref), which is supplied to some of the external sensors on the vehicle, is also monitored by the
ECU-MIDI. If, at any time, this voltage level drops below 4 Volts, then a sensor voltage fault will be active. It is possible
that the ECU-MIDI will detect a low voltage during the power-up sequence due filtering. This should NOT cause any errors
to be given to the operator.
In the case of a sensor voltage fault, the ‘NO CHARGE WARNING’ LED should be illuminated, the message “SENSOR
VOLT” should be displayed, and the buzzer should sound. Pressing the “ACK” button will silence this buzzer. When a
fault with the sensor voltage has been detected, then all errors related to throttle control should be ignored since the
sensor voltage supplies sense and set potentiometers.

6.4 Engine Oil Pressure Warning
+Vbatt
Alternator Switch ECU-MIDI EMS
Alternator Excitation Output
(C22 / HS OP4) OIL PRESS
CAN Data
(A9 / AN IP3)
+Vbatt
Crank Input
(A17 / IP12)
Crank Input
Oil Pressure Input

(A3 / IP35)
Oil Pressure Switch
In the case of a loss of engine oil, a blocked oil filter or the engine running backwards, the oil pump is unable to produce
sufficient oil pressure within the engine. All of these conditions can result in damage to the engine and hydraulic pump.
An engine oil pressure switch is included for the detection of these faults.
For the purposes of the tables given in section 6.2.2, the following definition should be used.
OIL PRESSURE STATE OIL PRESSURE OIL PRESSURE SWTICH INPUT

YES OIL PRESSURE OPEN
DETECTED
NO NO OIL PRESSURE GROUNDED
OIL PRESSURE STATE TABLE
At all times, the ‘OIL PRESSURE’ LED should reflect the state of the oil pressure switch as given below:
¾ If the input is open, there is oil pressure and the LED should be OFF.
¾ If the input is grounded, there is no oil pressure and the LED should be ON.
Oil pressure errors are shown in the tables given in section 6.2.2. Condition 4 in these tables indicates that there is an
error with the oil pressure switch. This error condition is defined in section 8.0 as error 103. It is necessary that condition
4 is present for a continuous 5 seconds before this error is given. This will prevent a flickering error code on the EMS
display.
Once the engine is cranked, the input to the ECU-MIDI from the oil pressure switch should not be grounded. Conditions 8
and 14 indicate that the engine is running with low oil pressure. Condition 8 applies directly after cranking when no oil
pressure has been detected. Condition 14 applies once oil pressure has been detected but has subsequently been lost.
In these cases, the message “OIL PRESS” should be displayed and the buzzer should sound. This buzzer can NOT be
silenced. The engine RPM on the throttle will be reduced to idle speed automatically in order to protect the engine. This
will happen regardless of the throttle demanded by the operator. See section 6.5 for an explanation of throttle control.

6.5 Throttle Control
The vehicle’s diesel engine speed is controlled by the position of its throttle, which in turn is determined by a proportional
hydraulic cylinder. The cylinder position is determined by the duty cycle of a switched PWM (Pulse Width Modulated)
electrical signal to the cylinder solenoid. Thus, the PWM duty cycle controls the throttle position and the (unloaded)
engine speed.
Based on this mechanism, the ECU-MIDI is able to control the throttle position by varying the duty cycle of its throttle PWM
output. The components of the throttle control system are:
¾ 5K linear potentiometer that is set by the operator to select a desired throttle position. This
is the Throttle Set Pot.
¾ 5K linear potentiometer on the throttle linkage that indicates the actual position of the
throttle; used as feedback to the ECU-MIDI. This is the Throttle Sense Pot.
¾ The hydraulic cylinder that moves the throttle mechanism. The ECU-MIDI moves the
cylinder by driving the throttle solenoid with a 125 Hz PWM signal.
¾ The ECU-MIDI, which reads the two pots, and sets the duty cycle of the PWM signal to the
hydraulic cylinder.
By means of a calibration process, the “target” throttle position set by the throttle set pot is linearly mapped to a desired
“feedback” throttle position. In operation, the ECU-MIDI runs in closed-loop mode. If the target setting is changed, the
difference between target and feedback generates an error signal that is used to increase or decrease the throttle PWM
duty cycle. The duty cycle change will cause the throttle to move and the feedback value to change, until the error is
within a dead-band of 1 analog-to-digital count. The analog inputs on the ECU-MIDI use a 10-bit converter, which give a
maximum of 1024 different readings. Therefore, a dead-band of 1 count relates to about 5.4mV of voltage swing on the
input. These readings are normalised to the sensor voltage reading to ensure that fluctuations in the sensor voltage do
not affect the throttle control.
The ECU-MIDI uses a PI algorithm to perform its closed loop control on the throttle system. This algorithm is designed to
react to changing input values and produce the desired output. In order to have the algorithm react properly to this
system, the ‘P’ and ‘I’ parameters must be set to achieve the best result. For this system, the ‘P’ parameter has been set
to 60, the ‘I’ parameter has been set to 45 and the algorithm runs every 100 ms.
Note that this process controls the throttle position, and not the engine RPM. It is normal for the engine RPM to vary for a
fixed throttle position, depending on the load on the engine, which itself depends on the "work" that the hydraulic system is
doing. The vehicle operator uses the varying sound of the engine as feedback when operating the various hydraulic
functions of the excavator.
When the vehicle engine is first started, the throttle is set to its minimum (idle), regardless of the position of the Throttle
Set Pot. This avoids having the engine start off at high RPM’s unexpectedly. The operator must turn the Throttle Set Pot
back to the idle position before the ECU- MIDI will allow non-idle throttle settings. The throttle control system should
operate only when the engine is in a ‘RUNNING’ state. If the system is not in a ‘RUNNING’ state, the throttle output
should be turned off.
During throttle control, the duty cycle output should not drop below 10% and should not rise above 70%. These values
ensure that low and high idle positions can be achieved.
The throttle control system has a self-check to guard against electrical or mechanical problems with the system. When the
operator sets a throttle position, the Throttle Sense Pot reading must come to within a certain tolerance of the target value
within a set time period. If this does not happen, the ECU-MIDI will attempt to set the throttle to idle, and the EMS will
display an error message message. The requirements for this error message are given in section 8.0.
The throttle control circuit is shown on the next page.

THROTTLE CONTROL CIRCUIT
ECU-MIDI EMS
Throttle Control
Solenoid Throttle PWM Output POWER
(C21 / HS OP1) MODE
Sensor Voltage (+Vref)

(A10 / SYS10)
CAN data CAN data
Throttle Set Throttle Set Potentiometer

Pot (5K ohms) (A39 / IP6)
Throttle Sense Throttle Sense Potentiometer

Pot (5K ohms) (A29 / IP8)
Sensor Ground (0Vref)

(A20 / SYS26)
Error Detection
The following errors will be generated as a result of improper throttle calibration or faulty throttle control. When any of
these errors occur, the engine will be reduced to low idle speed. Æ check this These errors are also shown in section 8.0.
304 The max and min values for the dial pot are less than 100. Re-calibration is required.
305 The max and min values for the sense pot are less than 20. Re-calibration is required.
307 The desired and actual throttle sense values have been different by more than 20 analog to digital counts (about
0.1V) for more than 20 seconds. This error should not be displayed if low idle has been imposed by the system.
(E.g. during one-touch idle or when the engine is started)
108 When the system is in a ‘KEY-ON’ state, it can detect an open circuit on the throttle solenoid. This error
indicates that the throttle solenoid is open circuit as detected in the OFF condition.
109 The throttle sense pot is measuring a ground (<0.25V) and is therefore open circuit.
209 The throttle sense pot is measuring 5V (>4.5?) and is therefore shorted to power.
Since the full resistive range of the throttle set potentiometer can be used in normal installation, the out of range error
codes for this sensor have been disabled. No errors will be given if this potentiometer is open circuit or short circuit.

6.5.1 Throttle Calibration
In order to have proper tracking between the Throttle Set Pot and the Throttle Sense Pot, a calibration procedure must be
performed when an ECU-MIDI is first installed in a vehicle. Because of mechanical tolerances in the mounting of the
Throttle Sense Pot, the exact angles of the Sense Pot wiper for minimum and maximum throttle position cannot be
predicted. The throttle calibration procedure will enable the ECU-MIDI to read the pot values for minimum and maximum
throttle, and these values are stored in EEPROM memory in the ECU-MIDI. The ECU-MIDI will then use these values to
map throttle set values to feedback values from the Sense Pot.
Setup has to be performed first??
Throttle calibration must be done whenever:
¾ A new ECU-MIDI is installed or replaced in a vehicle.

¾ The Throttle Sense Pot is replaced.
¾ Changes are made to the position of the Throttle Sense Pot, the throttle end-stops, or any of
the mechanical linkages or hydraulic components of the engine throttle mechanism.
The following procedure will calibrate the throttle. The system must be in a ‘RUNNING’ state for the calibration to be
successful. To enter the calibration mode:
a) Press and hold the “SET” and “MODE” buttons for 20 seconds.
b) Use arrow keys to select “CALIBRATE”.
c) Press the “ACK” key.
Text messages will explain the calibration function and potentiometer to be calibrated. First the Throttle Set Pot will be
calibrated and will be performed in the following sequence:
d) The EMS will display the “TVOL MAX” message. This means that the maximum value of
the throttle set pot is required.
e) Move the Throttle Set Pot into its maximum position (clockwise). To confirm this position,
press the” ACK” push button. The “TVOL MAX” message will be cleared when the value
has been saved. The ECU-MIDI will store this reading in memory after normalising it with
the sensor voltage reading.
f) The EMS will display the “TVOL MIN” message. This means that the minimum value of the
throttle set pot is required.
g) Move the Throttle Set Pot into its minimum position (counter-clockwise). To confirm this
position, press the” ACK” push button. The “TVOL MIN” message will be cleared when the
value has been saved. The ECU-MIDI will store this reading in memory after normalising it
with the sensor voltage reading.
Next the Throttle Sense Pot is calibrated:
h) The EMS will display the “TSENS” message.

i) The ECU-MIDI will then drive the throttle actuator to the idle position by setting the PWM
duty cycle to minimum (10%). The throttle cylinder will move to its minimum position as
determined by the mechanical limits within the assembly.
j) The ECU-MIDI will wait until movement has stopped and then store the value of the Throttle
Sense Pot as the minimum mechanical endpoint.
k) The ECU-MIDI will then drive the throttle actuator to maximum by setting PWM duty cycle to
maximum (70%). Once again, the maximum position is determined by the mechanical limits
within the throttle cylinder assembly.
l) The ECU-MIDI will wait until movement has stopped and then store the value of the Throttle
Sense Pot as the maximum mechanical endpoint.
m) The ECU-MIDI will store the Throttle Sense values read for minimum and maximum throttle
positions in EEPROM after normalising with the sensor voltage reading.
n) The EMS will now exit the calibration mode and return to regular operation. The ECU-MIDI
will set the throttle to idle speed as it would on vehicle power up.
The throttle system should now be calibrated.
If the system has not been calibrated, the EMS will display “RECALIBRATE” on power up and a warning buzzer will sound.
Pressing the “ACK” button can silence the buzzer. Once “ACK” button is pressed the message will continue to be
displayed periodically until a calibration has been performed.

6.6 Power Modes
EMS
SÆHÆL
Current Mode sent to ECU-MIDI via CAN
CAN Data
MODE
Mode Change Operation
The Compact Products 807 machines will be able to operate in three different modes, depending upon the action required.
The modes are selected by pressing the “MODE” button on the EMS. The EMS displays the selected mode along side the
power mode legend. The different modes have the effect of reducing the engine speed for a given throttle setting.
Successive presses of the “MODE” switch will cycle through the different modes in the order shown below. The mode
information will be transmitted to the ECU-MIDI via the CAN network so that it can control the throttle solenoid
appropriately. The current operating mode will be restored when the ignition key is cycled.
S(Standard) H(Heavy) L(Light)

(Default)
Mode Definition
The Compact Products 807 machine has a minimum engine speed of 1100 ± 25 RPM and maximum engine speed of
2470 ± 50 RPM. During calibration, the ECU-MIDI will record the maximum (MaxSense) and minimum (MinSense) throttle
sense positions. This will define the full working range of the engine. By changing modes, the user will utilise different
amounts of the full range.
In all modes the ECU-MIDI will obtain low idle speed by targeting the minimum sense position (LowIdle). The high idle
point will be obtained by targeting the sense position (HighIdle) calculated using the following equation:
HighIdle = (MaxSense − MinSense ) × ModePerc% + MinSense

The following table gives the mode percentage (ModePerc%) value shown in this equation. Note that the desired RPM
targets represent the RPM when the engine is not loaded. These values have been chosen so that the engine will lug
down to give the desired power when a load is applied.
MODE EMS LETTER DESIRED MAX RPM MODE PERCENTAGE

Heavy H Max – 2470 92.50%
Standard S 2250 77.40%
Light L 1800 47.10%
In each mode the linear relationship between the throttle set potentiometer and the working range of the throttle sense
potentiometer should change so that the full range of each is used. This is shown in the plot on the next page.
Note: Standard mode should be the factory supplied default.

Relationship Between Engine Revolutions Per Minute and
Throttle Settings for the Different Power Modes of Operation
Maximum Possible
(MaxSense)
Max Permissable
(In “H” Mode)
Max Permissible
(In “S” Mode)
RPM
Max Permissible
(In “L” Mode)
Idle Speed
(MinSense)
5KΩ Sense Pot

0 100% Duty, Throttle
0 5KΩ Set Pot
Degrees of Rotation
Note: Assumes relationships are linear.
It can be clearly seen from this plot that the full range of the SET pot will be used in each mode. This range is linearly
scaled across the appropriate range of the SENSE pot. The maximum sense pot value is determined using the table and
equation given above.
Changing Modes
Mode changes are allowed when the system is in a ‘KEY-ON’, ‘CRANKING’, or a ‘RUNNING’ state.
When the system is in a ‘RUNNING’ state, it is necessary to limit the rate at which the engine RPM can vary when a mode
change is requested. This restriction applies only to the changing high idle target position of the sense potentiometer.
When a mode change is requested, the ECU-MIDI will need to change the high idle target point. The rate of change of
this point should be limited to 15% (of the full working range) per second when increasing. It should be limited to 15% (of
the full working range) per second when decreasing. This should correlate to about 205 RPM / second, when increasing,
and 205 RPM / second, when decreasing, if the throttle set potentiometer is in the maximum position.
From the time that the “MODE” button is pressed, the EMS mode letter of the requested mode should flash at a rate of 1
Hz until the desired high idle target point is reached. This will indicate to the user that a mode change is in progress.
Once the desired high idle target point is reached, the EMS mode letter should stop flashing and the current mode letter
should be displayed.
If the “MODE” button is pressed multiple times before a high idle target is reached, the system should not complete each
mode change in succession. Instead it should always move its high idle target towards the last requested mode. The
EMS should flash the last requested mode letter until the target is reached. At this point the current mode letter should be
displayed.
When the system is in a ‘KEY-ON’ or ‘CRANKING’ state, the mode change can be completed instantaneously.
The current mode or, if the key switch is turned off during a mode change, the current requested mode shall be restored
when the key-switch is cycled. Reword??

6.7 Pre-Heat Warning
ECU-MIDI EMS
Pre Heat Input PRE HEAT

(A12 / IP36)
Pre-Heat Timer CAN Data CAN Data
This feature allows the engine cylinders to be pre-heated before engine cranking to assist cold start performance.
The Compact Product 807 machine used an Isuzu engine that has the capability to control its own pre-heat functionality.
However, it is necessary to provide some indication to the operator that the glow plugs are powered.
When the Pre-Heat input to the ECU-MIDI is switched low to ground, the EMS notifies the operator of the status and the
“PRE HEAT” message is displayed. This warning should be allowed in a ‘KEY-ON’, ‘CRANKING’, or a ‘RUNNING’ state.
Truth Table
Pre Heat ECU-MIDI Input EMS Display
OPEN None
LOW TO GROUND “PRE HEAT”

6.8 Auto Warm
Throttle Control Solenoid ECU-MIDI EMS

Throttle PWM Output
(C21 / HS OP1) AUTO WARM
“L”
Sensor Ground (0V ref)

(A20 / SYS26)
CAN Data CAN Data

0
t
Hydraulic Oil Temperature
Input
(A19 / AN IP1)
Hydraulic Oil
Temperature Sensor
The hydraulic oil temperature sensor is connected so that both ends are tied to the ECU-MIDI: one to the sensor ground
and the other to an analog input. For a description of the operation of the hydraulic oil temperature sensor see section
6.26.
0
When the system enters a ‘RUNNING’ state, and the hydraulic oil temperature is less than or equal to 0 C, the ECU-MIDI
will enable the auto warm function. This is done to prevent the engine RPM’s from going too high and cause the hydraulic
oil pump to cavitate before the vehicle has had a chance to warm up.
While in auto warm, the system will be put immediately into the ‘Light’ power mode and no other mode will be allowed.
Ramping is not required on this mode change. The highest possible RPM setting will be limited as it is in normal ‘Light’
mode operation. In this case, however, the letter ‘L’ on the EMS display should flash at a 2Hz rate during auto warm
operation. The message “AUTO WARM” will be displayed also. This message can be cleared by pressing the “ACK”
button.
0
This mode will be maintained until the hydraulic oil temperature rises above 0 C. Once this temperature is reached, the
“AUTO WARM” message should be turned off, the EMS should give a short 0.5 second beep, and the letter “L” should
stop flashing. The system will be in “L” mode but it will now be possible to select Standard or Heavy mode.
It is also possible to cancel the auto warm function by pressing the “MODE” button on the EMS and thereby requesting a
mode change. In order to complete this request, the EMS must cancel Auto Warm and will therefore display the
confirmation message “A WARM OFF?”. If the user ignores this message for 5 seconds, then the message will clear and
auto warm will remain active. If the user presses the “ACK” button while the confirmation message is displayed, then the
auto warm feature will be cancelled. When this is done, the auto warm feature should turn off in the same manner
described in the above paragraph. Once again, normal mode changes to ‘S’ and ‘H’ will be allowed.
The auto warm function should only be activated when the system enters a ‘RUNNING’ state. If the system has been
0 0
running at oil temperatures greater than 0 C, and the temperature drops below 0 C, then the auto warm function should
NOT become active.
If there is a error with the hydraulic temperature sensor (open or short), then the auto warm feature should not be active.

6.9 Throttle Control Auto Idle
Throttle Solenoid Valve

ECU-MIDI
EMS
Throttle PWM Output
(C21 / HS OP1)
AUTO IDLE
CAN Data
Main Pressure Switch

(A26 / IP28) SPI Data
Facia
Main Pressure Switch
Panel
(FS10)
Auto Idle
When activated, this feature allows the engine to return automatically to the low idle setting if the machine has not been
used for a pre-set time delay. The default for this time delay is 5 sec. It will be possible to modify the time delay between
5 and 30 seconds via a sub menu on the EMS. If the time delay is changed, the new setting should be saved when the
system is keyed off.
The Auto Idle Facia switch button activates this feature. When active, the status lamp on the fascia panel will illuminate
and the EMS will display the “AUTO IDLE” message to verify selection. A second press of this switch will disable the
function, and extinguish the status indicator.
The auto idle feature can be engaged or disengaged when the system is in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’
state. However it will only affect the throttle solenoid output in a ‘RUNNING’ state since that is the only time throttle control
is allowed.
The auto idle feature uses the main pressure switch to determine if full engine power is required. A grounded input from
the switch indicates that pressure has not been detected. An open signal from the switch indicated that pressure is
present.
When auto idle is selected, if no pressure has been detected for the pre-set time delay, the automatic idle function will
operate and the engine RPM will drop to the idle value. The EMS will again display the message “AUTO IDLE”.
If pressure is detected while auto idle is active, the engine RPM should return to its previous value as defined by the
throttle set pot. The EMS display returns to normal status.
The state of the auto idle feature should be remembered when the system is keyed off. This state should be applied when
the system is keyed back on.

6.10 Throttle Control One-Touch Idle
Throttle Solenoid Valve ECU-MIDI EMS

LOW IDLE
Throttle PWM Output
(C21 / HS OP1)
VBatt
CAN Data CAN Data
One-Touch Idle
(A38 / IP10)
One Touch Idle Switch
The one touch idle switch is a momentary button that will give a +Vbatt input when it is pressed and an open input when it
is not pressed.
It is possible to select or deselect one touch idle when the system is in a ‘KEY-ON’, ‘CRANKING’, or a ‘RUNNING’ state.
When activated, this feature causes the engine to run at the low idle setting, regardless of any other input. When the one
touch idle switch is activated, the EMS will display the “LOW IDLE” message to verify operation and the engine RPM will
drop to the low idle setting. A second press of this switch will disable the function and the engine RPM will return to their
previous value as defined by the throttle set pot. The EMS display returns to normal status.
The status of the one touch idle is to be reinstated after cycling the ignition. (e.g. If one touch idle is selected and the
ignition turned off, when the vehicle is started again one touch idle is automatically activated.)

6.11 Engine Emergency Stop
Redundancy Switch ECU-MIDI EMS

(Shown in Normal Mode)
EMER STOP
CAN Data CAN Data

SPI Data
Ignition Ignition Input
+VBatt (B5 / SYS22)
Facia Fuel Shutoff Relay
Panel
ESOS Output
(C13 / HS OP5)
(FS1)
Emergency
Stop
The Engine Emergency stop button is located in the Facia Switch Panel. The system will remember the state of the button
when the key switch is cycled. Pressing the button once will either activate or deactivate the emergency stop function.
When the Engine Emergency Stop function is active, both the ECU-MIDI and the Facia Switch Panel remove power to the
Engine Shut Off Solenoid (ESOS) thus preventing the engine from running. When the vehicle is configured in
Redundancy mode the Engine Emergency stop function is still allowed since the Facia Panel is still powered.
The emergency stop feature can be turned on and off in a ‘KEY-ON’, ‘CRANKING’, or a ‘RUNNING’ state.
Normal Mode
When the emergency stop function is activated, the normally closed contacts within the facia panel open, thus de-
energising the ESOS output. The RED status indicator on the facia panel illuminates and the EMS displays the message
”EMERG STOP”. The ECU-MIDI is notified of this status and will therefore disable the ESOS output.
Note: The engine can still be cranked in this state but will not start since there is no power to the ESOS.
The facia panel contacts and the ECU-MIDI output should remain in this state until the emergency stop button is pressed
again, regardless of whether the key-switch is cycled.
When the emergency stop function is de-activated, the contacts within the facia panel close, the EMS message is
removed, and ECU-MIDI energises the ESOS output.
Note: The ESOS output on the ECU-MIDI should be energised in a “KEY-ON”, “CRANKING”, and “RUNNING” states if
the emergency stop function is not activated.
The ESOS output should be turned off whenever the key is switched to the off position.
Redundancy Mode
When the redundancy switch is toggled, the system will operate in redundancy mode. When switched to this mode all
ignition supplied electrical power to the ECU-MIDI is disabled and the ESOS output from the ECU-MIDI will remain off.
However, power is still supplied to the ESOS via the redundancy switch and the normally closed contact within the facia
panel. When the facia emergency stop function is activated, the normally closed contacts within the facia panel open thus
de-energising the ESOS.
The facia panel contacts will remain open, regardless of whether the key-switch is cycled, until the facia emergency stop
button is pressed again. Once pressed, the emergency stop function will be de-activated, the facia panel contacts close,
and power is supplied to the ESOS.

6.12 Redundancy System
EMS
LIMP MODE
Redundancy Input
Redundancy Switch ECU-MIDI
(Shown in Normal Mode) Ignition Input
CAN Data CAN Data

SPI Data
Ignition Input
(B5 / SYS22)
Switched Facia Fuel Shutoff Relay
Ignition Panel
+VBatt
ESOS Solenoid Output
(C13 / HS OP5)
(FS1)
Lever Lock Input Emergency
(A33 / IP32) Stop
Lever Lock Switch Servo Isolator Solenoid
Servo Isolator Output

(C36 / HS OP21)
When the operator suspects a failure of the ECU-MIDI that causes the machine to fail to start and/or fail to switch on the
isolator solenoid valve, the redundancy switch can be pressed to override the functionality of the ECU-MIDI. The Engine
Shut Off Solenoid (ESOS) and the Isolator Solenoid Valve are then powered directly from the Redundancy switch. This
will allow the engine to be started and the hydraulics to be operated.
Note: When in redundancy mode, ignition power is not supplied to the ECU-MIDI, but the permanent battery feed is
still connected. Therefore the wake-up functions are still operational.
Note: When in redundancy mode, ignition power is still supplied to the EMS and the facia panel since this is spliced
before the redundancy switch.
When the redundancy switch is pressed, the redundancy input to the EMS is lost and all the information that would
normally come from the ECU-MIDI will no longer be present. For this reason, the EMS should operate in a mostly disabled
mode.
¾ The EMS will permanently display the message “LIMP MODE”.

¾ All other status and error messages should be ignored.
¾ All LCD segments, other then “LIMP MODE” should be turned off.
¾ All the LED’s should be turned off.
¾ While in this mode, the buzzer should be turned on and it cannot be silenced.
¾ The Set menu, Diagnostic menu and the 20 second menu should not be allowed.
¾ All the facia panel buttons, except for the emergency stop button, should be disabled.
If the Emergency Stop button is activated while in Redundancy mode, the “EMERG STOP” message will NOT be given.
When the system is in Redundancy mode, the EMS should inform the ECU-MIDI, that redundancy mode is active via a
CAN message.
If the ignition is cycled, the system will remain in redundancy mode until the redundancy switch is toggled back to the
normal position.

Note: In redundancy mode, the engine will run at idle speed. Increased engine speed can be achieved by mechanical
adjustment of the throttle linkage.

6.13 Lever-Lock / Servo Isolator
Ignition
Redundancy Switch ECU-MIDI EMS

Servo Isolator ISOLATOR
Solenoid Valve
Servo Isolator Output

(C36 / HS OP21)
CAN Data
Lever Lock Input

(A33 / IP32) SPI Data
Lever Lock Gate Switch
(Shown in unlocked/lowered position)
Fascia
Panel
(FS5)
Servo Isolator
Both the Lever Lock and Servo Isolator functions should be allowed when the system is in a ‘KEY-ON’, ‘CRANKING’ or a
‘RUNNING’ state.
Lever Lock
A gate lever is incorporated at the entrance door to the cab. This has to be lowered before any movement of the machine
is allowed. Similarly the operator must raised the gate lever to exit the cab, thus disabling the hydraulic circuits.
When the lever lock is in the lower position, the input to the ECU-MIDI is open circuit. This causes the ECU-MIDI output to
the servo isolator valve to be energised thus enabling the hydraulic circuits. The ground for the servo isolator solenoid is
provided through the lever lock switch. A CAN message is sent to the EMS and the Lever Lock warning LED is
extinguished.
When the lever lock is raised to the upright position, the input to the ECU-MIDI is grounded. The output from the ECU-
MIDI to the servo isolator is de-energised thus disabling the hydraulic circuits. A CAN message is sent to the EMS and the
Lever Lock LED is illuminated.
Note: For safety reasons this circuit is fail safe and is also used in redundancy mode. In redundancy mode the
servo isolator solenoid valve is supplied directly from the redundancy switch. In this mode, the lever lock is
still operational and must be in the lowered position to allow hydraulic functionality.
Errors
When the lever lock is in the raised position, the servo isolator output from the ECU-MIDI will be open circuit. Therefore,
open circuit errors should be ignored in this state.
Short circuit detection should be active at all times.
When the ECU-MIDI senses that the lever lock has been moved to the lowered position, it will verify that a load is present
before switching on its output. Normal open circuit detection should now be allowed.
An open circuit error is given if both the lever lock input and the servo isolator output are open circuit at the same time
(error 112). However, since this state can occur during a lever lock switch transition, the system will ensure that this state
is maintained for 500 ms or more before the error is given.
When the servo isolator output is in an error state, EMS servo isolator LED will be turned on since the solenoid may not be
energised.

Servo Isolator Button
The operator has the ability to isolate the hydraulic movement of the machine by pressing the Servo Isolator facia switch
button. The state of this button should be remembered if the ignition key-switch is cycled.
When the Servo Isolator button is pressed, the EMS displays the message “ISOLATOR” and illuminates both the Lever
Lock LED and the switch status indicator on the facia panel. A CAN message is sent to the ECU-MIDI and the output to
the isolator solenoid valve is de-energised.
This feature overrides the normal lever lock functionality. As long as the servo isolator is active, the lever lock LED should
be illuminated and the isolator solenoid output should be off regardless of the lever lock position.
A second press of the Servo Isolator button extinguishes both the Lever Lock LED and the switch status indicator. A CAN
message is sent to the ECU-MIDI and the servo isolator output is energised. Provided the lever lock is in the correct
position, hydraulic functionality will be allowed.
Truth Table
Lever Lever Lock Isolator Servo Isolator EMS Lever Lock Hydraulics
Position Input Function Output Message LED
RAISED GND OFF OFF NONE ON Disabled
RAISED GND ON OFF “ISOLATOR” ON Disabled
LOWERED OPEN OFF ON NONE OFF Enabled
LOWERED OPEN ON OFF “ISOLATOR” ON Disabled

6.14 Wiper
EMS
WIPER (INT)
Wiper Motor
ECU-MIDI
CAN Data
M Wiper Motor Output
(C17 / HS OP12)
CAN Data
Facia
Wiper Park
Wiper Park Signal Input Panel SPI Data
(A21 / IP19)
Switch
(FS9)
Screen Wiper
The wiper is fitted to the upper glass panel at the front of the operator’s cab. The wiper has three modes of operation:
intermittent, permanently on, and permanently off. Timing for the intermittent function is to be performed by ECU-MIDI,
and can be varied by the up and down arrows on the EMS via a sub menu.
This wiper motor assembly will only move the wiper when voltage is supplied by the ECU-MIDI. A wiper park signal is
provided to indicate that the wiper is in the parked position. For 355° of rotation, this will be an open signal. When the
wiper reaches its parked position the input to the ECU-MIDI will be grounded, as shown. This indicates that output to the
wiper can be turned off.
The wiper functionality is allowed in a ‘KEY-ON’ or ‘RUNNING’ state. The output should be temporarily switched off during
a ‘CRANKING’ state.
When the wiper button on the facia panel is pressed, the EMS displays the message “WIPER INT”, the switch status LED
should flash to indicate that the wipers are in an intermittent mode. The wiper output on the ECU-MIDI is pulsed at a rate
determined by a setting in the EMS menu. The length of each pulse is determined by the feedback from the motor
assembly such that the output should remain on until a grounded input is seen at the park signal input. A time delay, that
starts when the wiper reaches its parked position, shall be introduced before the output is energised again, thus giving
intermittent operation.
The intermittent delay time can be varied to achieve a speed from 5 to 30 cycles per minute. The delay time is accessed
via a sub menu on the EMS. When the sub menu is entered, variable intermittent timing is altered by the up and down
cursor keys. The default time is 5 cycles per minute. The relationship between the intermittent setting and the wipe rate is
shown in the table on the next page.
A second press or the switch enables the wiper to operate continuously and the output is permanently energised. The
EMS should display the message “WIPER ON” and the facia panel LED should be illuminated continuously.
A third press of the switch disables wiper operation and the ECU-MIDI will turn the wiper output and feature off once a
grounded signal on the wiper park input is seen.
Note: If the key-switch is turned to the off position when the wipers are not in the parked position, the ECU-MIDI
should keep itself powered and return the wipers to their parked position.
If at any time during intermittent or continuous mode the wiper output is energised and wiper park signal has not been
seen for 3 seconds or more, the wiper output and function should be turned off. A press of the facia wiper button will once
again start the wiper intermittent mode.
By default the wiper should be off at key on.
Errors
During normal operation, the power to the wiper motor may take a moment to decay. This could cause erroneous open
circuit errors to be detected. For this reason, an open circuit on the wiper output (error 113) must be present for 1 second
or more before the error should be reported.

Intermittent Wiper Speed Table
EMS Speed Setting Wipes / Minute Wait Time (Seconds)

1 3.00 18.50
2 3.87 13.99
3 5.00 10.49
4 6.46 7.78
5 8.35 5.69
6 10.78 4.07
7 13.92 2.81
8 17.98 1.84
9 23.23 1.08
10 30.00 0.50
The wait time in this table is the time from the detection of a wiper park signal to the start of the next wiper output pulse.
This table assumes that under normal conditions the wiper time will be about 1.5 seconds. The wait time takes this into
account.
Timing Diagram
INTERMITTENT CONTINUOUS OFF
Facia Button
ON
Wiper Output
OFF
OPEN
Park Input
GND
5° Rotation Wait for Park Position Wait for Park Position

6.15 Washer
EMS
Wiper Motor
ECU-MIDI
CAN Data
M Wiper Motor Output
(C17 / HS OP12)
CAN Data
Wiper Park
Facia
Switch Wiper Park Signal Input Panel
(A21 / IP19)
(FS8) SPI Data
Washer Motor Washer Motor Output Screen Washer

M (C6 / HS OP14)
The washer is fitted to the upper glass panel at the front of the operator’s cab. When the washer button on the facia switch
panel is pressed the status LED illuminates and the EMS sends a CAN message to the ECU-MIDI, which in turn powers
the output to the washer pump. The ECU-MIDI output to the wiper and washer will be energised whenever the facia
washer button is pressed.
The washer function is allowed in a ‘KEY-ON’ or ‘RUNNING’ state. The outputs should be temporarily switched off during
a ‘CRANKING’ state.
Whenever the washer output is energised, the wiper output is also energised. When the washer switch is released, the
wiper should do a minimum of three additional strokes and then turn itself off, or continue operating in any active wiper
mode. To achieve these three additional strokes, the wiper output should be energised for 3 full park position pulses from
th
the wiper park position input. On the detection of the 4 pulse (from the time the facia button was released), the wiper
motor output should be turned off.
By default the washer output should be off at key-on.
Timing Diagram
Facia Washer
Button
ON
Washer Output
OFF
ON
Wiper Output
OFF
OPEN
Park Input
GND
st nd rd th
Washer ON 1 2 3 4 Æ Wiper OFF
Errors

During normal operation, the power to the washer motor may take a moment to decay. This could cause erroneous open
circuit errors to be detected. For this reason, an open circuit on the washer output (error 114) must be present for 1
second or more before the error should be reported.

6.16 Horn
ECU-MIDI
Horn Horn Output
(C3 / HS OP8)
+VBatt
Horn Switch Input (Wake-UP)

(A37 / WU IP14)
Horn Switch
When the horn button is pressed, the ECU-MIDI reads this on a digital input. The ECU-MIDI then energises the horn
output. The output will remain powered as long as the button is pressed. When the button is released, the output should
turn off.
The horn function is allowed in all states: ‘WAKE-UP’, ‘KEY-ON’, ‘CRANKING’, ‘RUNNING’.
When system is powered off (key-switch is in the off position), it is necessary for the horn to still be functional. Therefore,
the input is also connected to an internal ‘Wake-UP” input on the ECU-MIDI. When this input is energised, the ECU-MIDI
will power up and determine that the horn input has been activated. The ECU-MIDI will then energise the horn output.
When the horn button is released, the ECU-MIDI will de-energise the output and perform its own shutdown. Details
explaining the wake-up functionality are given in section 6.1.1.
Errors
When the horn is operated, the output will toggle between the load and open circuit. For this reason, open circuit errors
(error 115) on this output should be ignored when the horn output is being energised. Open circuit error detection should
not be re-enabled for 2 seconds after the horn output is turned off.

6.17 Travel Alarm (Optional)
+VBatt
ECU-MIDI
Travel Alarm Travel Alarm Output
(C20 / LS OP30)
Travel Pressure Switch

(A16 / IP27)
Travel Pressure Switch
The Compact Products 807 machine will have an optional travel alarm fitted. SAEJ994 requires an audible output within
the range of 700 to 2,800 HZ.
This feature is allowed in a ‘KEY-ON’, ‘CRANKING’, or a ‘RUNNING’ state.
Whenever travel movement is requested, the travel alarm must sound to warn nearby individuals of impending movement
of the machine. Travel movement is indicated by the travel pressure switch that is connected to an ECU-MIDI input.
When this input is grounded, the travel alarm output is energised.

6.18 Slew Brake
ECU-MIDI
Slew Brake Swing Brake Solenoid Output

Solenoid Valve (C4 / HS OP9)
Slew Pressure
Switches
Swing Pressure Switches
(A36 / IP29)
By default, the ECU-MIDI will apply the slew brake by energising the slew brake solenoid output. When the operator starts
to use the machine by moving the slew levers from the neutral position, the slew pressure switches will be connected to
ground. The ECU-MIDI detects this grounded input and de-energises the slew brake output, thus giving free slew
operation of the machine.
When the operator has stopped using the machine, the slew levers are returned to the neutral position. The slew pressure
switches will no longer be connected to ground. The ECU-MIDI detects this and the slew brake is applied once the inputs
remain open for 5 seconds. The output from the ECU-MIDI to the solenoid is then energised causing partial pressure to
be applied, and thus giving 50% slew lock.
This feature does not become active until the system is in a ‘CRANKING’ or ‘RUNNING’ state. The slew brake output
should be on when the system is in a ‘KEY-ON’ state regardless of the state of the pressure switch inputs. When the
system enters a ‘CRANKING’ state, the state of the slew pressure switches should be used to determine the state of the
slew brake output.
Truth Table
System State Slew Pressure Switch Movement Requested? Brake EMS Output
KEY-ON N/A N/A ON ENERGISED

CRANKING N/A N/A ON ENERGISED
RUNNING GROUNDED YES OFF DE-ENERGISED
RUNNING OPEN < 5 sec NO OFF DE-ENERGISED
RUNNING OPEN > 5 sec NO ON ENERGISED

6.19 Slew Lock (100% Slew Brake)
ECU-MIDI EMS
SWING LOCK
Slew Lock Swing Lock Solenoid Output
Solenoid Valve (C26 / HS OP22)
CAN Data
Slew Brake
Solenoid Valve Swing Brake Solenoid Output
(C4 / HS OP9)
SPI Data
Facia
Panel
Swing Pressure Switches
FS2
(A36 / IP29)
Swing Lock
Slew Pressure Switches
Slew lock prevents any slew operation of the machine, even if the joysticks are moved. It effectively provides 100% slew
brake by applying equal pressure on either side and disabling the slew pilot circuit.
This feature is allowed in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’ state.
Pressing the slew lock switch on the facia switch panel turns on and off the lock function. On the first press, the function is
turned on. The EMS displays the one time message “SLEW LOCK” and the facia panel status indicator illuminates. The
ECU-MIDI will then check the state of the slew brake output.
If the slew brake output is ON, the system will:
¾ Energise the slew lock solenoid output.

¾ Illuminate the slew lock LED on the EMS.
If the slew brake output is OFF, the system will:
¾ Flash the slew lock LED on the EMS to indicate that the slew lock has not been applied.
¾ Wait until the slew brake output comes on.
¾ Once the slew brake output is ON, the ECU-MIDI will energise the slew lock output.
¾ The one-time message “SLEW LOCK” will be displayed again.
¾ The slew lock LED will stop flashing and be illuminated continuously.
If pressure is detected by a grounded input on the slew pressure input while the slew lock output is energised, then both
the slew brake and the slew lock outputs will remain energised unless the slew lock function is turned off. This overrides
the normal operation of the slew brake function described in section 6.18.
A second press of the facia switch button deactivates the slew lock function. This causes the switch status indicator and
the EMS warning LED to be extinguished. The ECU-MIDI de-energises the slew lock solenoid valve.
The state of the slew lock function should be remembered when the key-switch is cycled.

Timing Diagram
ON
Slew Lock
Function OFF
ON
Slew Brake
Output OFF
OPEN
Pressure
Switch Input GND
ON
Slew Lock
Output OFF
ON
Slew Lock
LED OFF
SHOW
Slew Lock
Message NONE
(1) (1) (1)
(2) (3) (4) (5) (6) (7) (8)
(1) After the pressure switches go open, there is a five-second delay before the Slew Brake output is turned on.
(2) The Slew Brake output is turned off when pressure is detected by a grounded input.
(3) A press of the facia button turns on the Slew Lock function and therefore the “SLEW LOCK” message is given.
Since the Slew Brake is not on, the Slew Lock output remains off and the LED will flash.
(4) The Slew Brake output comes on, so the Slew Lock output is turned on. The LED stops flashing and another
message is given.
(5) If pressure is detected, both outputs remain on because the lock is engaged.
(6) Another press of the facia button turns the Slew Lock function off. The Slew Lock output and LED are also
turned off. The Slew Brake output remains on since no pressure is detected.
(7) The Slew Brake output responds to the detection of slew pressure since the Slew Lock is off.
(8) A press of the facia button turns on the Slew Lock function. Since the Slew Brake output is on, the Slew Lock
output is also turned on. The Slew Lock LED is illuminated and a message is given.

6.20 High Speed Travel
High Speed
Travel Solenoid
ECU-MIDI EMS
Travel Speed Solenoid
Hare
(C7 / HS OP15)
Tortoise
+VBatt
CAN Data
Travel Speed Input
(A13 / IP34)
Travel Speed
Change Switch
The momentary switch for travel speed determines whether the high-speed travel solenoid is energised. Pressing the
switch will toggle between LOW and HIGH speed.
When the system is in LOW speed, the ‘TORTOISE’ icon on the EMS should be turned on and the travel speed solenoid
output should be OFF.
When the system is in HIGH speed, the ‘HARE’ icon on the EMS should be turned on and the travel speed solenoid output
should be ON.
This feature should be allowed in a ‘KEY-ON’, ‘CRANKING’ or ‘RUNNING’ state. Although the speed can be changed in a
‘KEY-ON’ state, the output should remain off until a ‘CRANKING’ or ‘RUNNING’ state has been reached.
The system should remember the state of the travel speed when the key switch is cycled.
LOW ‘TORTOISE’ HIGH ‘HARE’

6.21 High Flow
ECU-MIDI EMS
LO AUX TEMP
High Flow F High Flow Forward Solenoid HI AUX TEMP
Solenoid (C32 / HS OP17)
CAN Data
High Flow Load High Flow Load Sense

Sense Solenoid Solenoid
(C35 / HS OP20)
High Flow F Switch (Foot)

+VBatt
High Flow Forward Switch

(A24 / IP23)
+VBatt
High Flow F Switch (Joystick)
The high flow feature is allowed when the system is in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’ state.
The High Flow Forward function is activated by pressing one of the High Flow F switches. Both of these switches are
momentary and will only provided a powered input to the ECU-MIDI when they are held down. One of these switches is
foot operated while the other is located in the right joystick lever.
When the ECU-MIDI detects a high (+Vbatt) at the High Flow Forward input, it will energise both the High Flow Forward
Solenoid and the High Flow Load Sense Solenoid. These outputs will remain energise as long as the input is held high.
When the input switches to open circuit, the outputs should be turned off.
The ECU-MIDI should track the number of hours that the high flow feature has been activated to 0.1 hour precision.
These hours can be displayed via the EMS’s Set menu. The system will also provide a high flow hour count that can be
reset by the user or dealer. This count will also be displayed in the Set menu and pressing the “ACK” button will allow
these hours to be reset to 0. These hours should only be incremented when the high flow feature is used in the
‘RUNNING’ state.
The following limitations are required to protect the system and pump:
If the High Flow F switch is pressed while the hydraulic oil temperature is less than or equal to 0°C and the system is in a
‘RUNNING’ state, then the feature should not be allowed. The EMS should display the message “LO AUX TEMP” and a
short 1.0-second buzzer should sound.
If the High Flow F switch is pressed while the hydraulic oil temperature is greater than or equal to 98°C and the system is
in a ‘RUNNING’ state, then the feature should not be allowed. The EMS should display the message “HI AUX TEMP” and
a short 1.0-second buzzer should sound.
If the High Flow feature is being used in a ‘RUNNING’ state when the temperature exceeds one of these temperature
limits, then the outputs should be turned off and the warnings should be given as described. See email from me on Dec
16

6.22 Double Acting High Flow (Optional)
ECU-MIDI EMS
LO AUX TEMP
High Flow R High Flow Reverse Solenoid HI AUX TEMP
Solenoid (C33 / HS OP18)
CAN Data
High Flow Load High Flow Load Sense

Sense Solenoid Solenoid
(C35 / HS OP20)
+VBatt
High Flow Reverse Switch

High Flow R Switch (A14 / IP24)
Compact Product to confirm the operation of this feature.
The double acting high flow is an optional feature on the Compact Products machine and should only be allowed when the
system is in a ‘RUNNING’ state.
The High Flow Reverse function is activated by pressing the High Flow R switch. This switch is momentary and will only
provided a powered input to the ECU-MIDI when it is held down.
When the ECU-MIDI detects a high (+Vbatt) at the High Flow Reverse input, it will energise both the High Flow Reverse
Solenoid and the High Flow Load Sense Solenoid. These outputs will remain energise as long as the input is held high.
When the input switches to open circuit, the outputs should be turned off.
On vehicles that have a double acting high flow, the ECU-MIDI should track the number of hours that the feature has been
activated while in a ‘RUNNING’ state. These hours should be added to the high flow hours discussed in section 6.21.
The following limitations are required to protect the system and pump:
If the High Flow R switch is pressed while the hydraulic oil temperature is less than or equal to 0°C, then the feature
should not be allowed. The EMS should display the message “LO AUX TEMP” and a short 1.0-second buzzer should
sound.
If the High Flow R switch is pressed while the hydraulic oil temperature is greater than or equal to 98°C, then the feature
should not be allowed. The EMS should display the message “HI AUX TEMP” and a short 1.0-second buzzer should
sound.
If the High Flow feature is being used when the temperature exceeds one of these temperature limits, then the outputs
should be turned off and the warnings should be given as described. See email from me on Dec 16

6.23 Work Lights (Boom Light + Optional Work Lights)
ECU-MIDI EMS
Cab LH Work Lamps (Optional)

Cab Front Left CAN Data
(C11 / HS OP2)
Work Light
Cab RH Work Lamps (Optional)

Cab Front Right (C14 / HS OP6)
Work Light
Facia
Boom Work Light
(C15 / HS OP11)
Panel
Boom
Work Light
FS4
Rear Cab Work Light (Optional)
Cab Rear (C5 / HS OP13)
Work Light CAN Data
Work Lights
A work lamp is located on the Boom of the machine for operation in dark conditions. An optional set of two front work
lights and one rear work lights can be fitted to the cab.
No Options
When the optional work lights are not installed on a machine, only the boom work light is operational. In this case, one
press of the facia panel button will cause the EMS to turn on the facia panel indicator LED. The ECU-MIDI will also turn
on the Boom Work Light output. A second press will turn off the indicator LED and the ECU-MIDI output.
Facia Button
Boom Work Light
Options Installed
When the optional work lights are installed, the operation of the work lights function is as follows. On the first press of the
facia button, the status indicator will turn on. The boom work light output, the left front work light and the right front work
light will all turn on. On the second press of the button, the rear work lights will also turn on. The third press will turn all
the outputs off.
Facia Button
Boom and Front

Work Lights
Rear Work
Lights
The work light function is allowed in a ‘KEY-ON’ or ‘RUNNING’ state. When the machine key switch is turned on, the lights
should default to the OFF state. If the lights are turned on when the system is in a ‘KEY-ON’ state, then the buzzer should
give a 1 second beep and the message “LIGHTS ON” will be displayed. Pressing the “ACK” button will clear the message
into the repetitive queue. If any lights are on when the system enters a ‘CRANKING’ state, those lights should be
temporarily turned off while in the ‘CRANKING’ state.

6.24 Fuel Level Sensor/Warning
ECU-MIDI EMS
(A20 / SYS26) LOW FUEL
NO FUEL
CAN Data CAN Data

Fuel Level Sender Input
(A8 / AN IP4)
Fuel Level
Sensor
A float sensor is fitted to the fuel tank to measure the level of fuel in the tank. The fuel level is displayed to the operator by
means of a bar graph gauge. The actual values can be displayed via the EMS’s SET+ MODE menu. Readings from the
sensor should be averaged over time, so as to present a smooth display.
The resistance values read off of this sensor will change in discrete steps as the fuel level changes. Theses values are
shown in the table on the next page. Continuous resistor values in between the descrete steps will not be seen.
The fuel level display should be given in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’ state.
The EMS provides warnings to the operator if the fuel level is low.
¾ When the fuel level drops to 2 or 1 bars on the bargraph, the message "LOW FUEL" is
displayed on the LCD display, the EMS warning buzzer sounds, and the bottom 2, or 1, bars
on the bargraph should flash at a 1 Hz flash rate. The operator can silence the buzzer by
pressing the “ACK” button. The "LOW FUEL" message will flash periodically even after the
buzzer is silenced.
¾ When the fuel level reaches 0%, the message “NO FUEL” is displayed on the LCD display,
and the EMS warning buzzer sounds. The operator can silence the buzzer by pressing the
“ACK” button. No fuel level bars should be showing.
In order to prevent the buzzer from sounding repeatidly when the fuel level is on the boundary of warning thresholds, the
followning functionality is required. Once the buzzer has been silenced for a particular warning, the buzzer should not
sound for that warning again. If the key-switch is cycled, then the warning buzzers will be reactivated and will have to be
cleared using the “ACK” button if they occur again.
The characteristics of the Fuel Level bargraph gaugeare shown on the next page:
Errors
Errors for this sensor are defined for this sensor in section 8.0. When an error is detected, all the bar graph segments
should flash at a 1 Hz rate, and the buzzer will sound. Pressing the “ACK” button will silence this buzzer.
Since the low fuel point resistance is so low, it is difficult for the ECU-MIDI to distinguish between this and a short to
ground. Therefore, no error will be given in a short to ground condition.

6.24.1 Fuel Sensor Characteristics
BARS PERCENT SENSOR BAR ILLUMINATION BARGRAPH BUZZER MESSAGE

ON FULL RESISTANCE RANGE
(Ohms)
0 0% 10.0 <14.1 ALL OFF ON “NO FUEL"
1 5% 18.2 >14.1 <22.3 1 BAR ON “LOW FUEL”
FLASHING
2 10% 26.4 >22.3 <30.5 2 BARS ON “LOW FUEL”
FLASHING
3 15% 34.6 >30.5 <38.7 NORMAL 1 SEC “LOW FUEL“
BEEP
4 20% 42.8 >38.7 <46.9 NORMAL 1 SEC “LOW FUEL”
BEEP
5 25% 51.0 >46.9 <55.1 NORMAL OFF
6 30% 59.2 >55.1 <63.3 NORMAL OFF
7 35% 67.4 >63.3 <71.5 NORMAL OFF
8 40% 75.6 >71.5 <79.7 NORMAL OFF
9 45% 83.8 >79.7 <87.9 NORMAL OFF
10 50% 92.0 >87.9 <96.1 NORMAL OFF
11 55% 100.2 >96.1 <104.3 NORMAL OFF
12 60% 108.4 >104.3 <112.5 NORMAL OFF
13 65% 116.6 >112.5 <120.7 NORMAL OFF
14 70% 124.8 >120.7 <128.9 NORMAL OFF
15 75% 133.0 >128.9 <137.1 NORMAL OFF
16 80% 141.2 >137.1 <145.3 NORMAL OFF
17 85% 149.4 >145.3 <153.5 NORMAL OFF
18 90% 157.6 >153.5 <161.7 NORMAL OFF
19 95% 165.8 >161.7 <169.9 NORMAL OFF
20 100% 174.0 >169.9 NORMAL OFF

Fuel Level Sensor
200
Resistance (Ohms)
150
100
50
0
0 20 40 60 80 100
Percent Full %
Fuel Level Sensor Characteristics

6.25 Engine Temperature Sensor/Warning
ECU-MIDI EMS
Sensor Ground (0Vref) COOLNT TEMP
(A20 / SYS26)
0
t
Engine Coolant Temperature
(A18 / AN IP2)
Engine Coolant CAN Data

Temperature Sensor
Coolant Temperature Switch
(A34 / IP22)
o
t
Engine Over-Heat Switch
A thermistor sensor is fitted to the engine along with a thermal switch to measure temperatures. The temperature is
displayed to the operator by means of a bar graph gauge on the LCD. The actual values read from the thermistor can be
displayed via the EMS’s SET+ MODE menu.
The engine temperature bargraph should be given in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’ state.
The EMS will provide the following warnings for this sensor:
th th
¾ When the 17 or 18 bar is illuminated the coolant temperature LED on the cluster will also
illuminate.
th th
¾ If the 19 or 20 bar is reached, the coolant temperature LED will illuminate, the message
“COOLNT TEMP“ will be displayed and an audible alarm will also sound. This audible
alarm can NOT be cancelled.
The over-heat switch is included as a safety measure in case of the thermistor failure. This switch is designed to close at
105°C. If this input is grounded then the EMS will illuminate the coolant temperature LED, sound the audiable alarm and
display the “COOLNT TEMP” message. The audiable warning can NOT be cancelled by pressing the “ACK” button on the
EMS.
th
Any overheat condition signaled by either the bargraph reaching the 19 bar, or by the over-heat switch, will be logged by
the ECU-MIDI.
This feature should operate so that either the analog temperature reading or the over-heat switch can generate an an
over-heat error.
The Engine Water Temperature bargraph gauge will operate as shown on the next page:
Errors
Open circuit errors will be given when the resistance rises above 100 KΩ (4.76V when Vref is 5V). Short circuit errors will
be given when the resistance drops to below 150Ω (0.14V when Vref is 5V). The details on how these errors will be
displayed are defined in section 8.0. When one of these errors is detected, all the bar graph segments should flash at a 1
Hz rate, and the buzzer will sound. Pressing the “ACK” button will silence this buzzer.

6.25.1 Engine Water Temperature Characteristics
Relationship between Temperature and the Bar Graph
BARS TEMP SENSOR TEMP ON TEMP OFF LED BUZZER MESSAGE

ON RESISTANCE
(OHMS)
0 -10 40217 OFF OFF
0 -5 30324 OFF OFF
0 0 23103 OFF OFF
0 1 22000 OFF OFF
0 10 13802 OFF OFF
0 20 8540 OFF OFF
0 30 5455 OFF OFF
0 35 4400 OFF OFF
1 40 3500 >=40 <39 OFF OFF
2 45 2900 >=45 <44 OFF OFF
3 50 2400 >=50 <49 OFF OFF
4 55 2000 >=55 <54 OFF OFF
5 60 1650 >=60 <59 OFF OFF
6 65 1400 >=65 <64 OFF OFF
7 70 1150 >=70 <69 OFF OFF
8 75 1000 >=75 <74 OFF OFF
9 80 850 >=80 <79 OFF OFF
10 85 725 >=85 <84 OFF OFF
11 90 620 >=90 <89 OFF OFF
12 92 586 >=92 <91 OFF OFF
13 94 552 >=94 <93 OFF OFF
14 96 520 >=96 <95 OFF OFF
15 98 490 >=98 <97 OFF OFF
16 100 463 >=100 <99 OFF OFF
17 102 438 >=102 <101 ON OFF
18 105 402 >=105 <104 ON OFF
19 108 370 >=108 <107 ON ON “COOLNT TEMP”
20 110 350 >=110 <109 ON ON “COOLNT TEMP”

Engine Temperature Sensor
5000
4500
Resistance (Ohms)
4000
3500
3000
2500
2000
1500
1000
500
0
0
0
35
45
55
65
75
85
92
96
10
10
11
Temperature Deg. C

6.26 Hydraulic Temperature Sensor/Warning
ECU-MIDI EMS
Sensor Ground (0Vref) HYD TEMP

(A20 / SYS26)
Hydraulic Oil
Temperature Sensor
0
t
Hydraulic Oil Temperature
(A19 / AN IP1)
CAN Data
A thermistor sensor is fitted to the hydraulic circuit along with a thermal switch to measure temperatures. The temperature
is displayed to the operator by means of a bar graph gauge. The actual values can be displayed via the EMS’s SET+
MODE menu.
The hydraulic oil temperature bargraph should be given in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’ state.
The EMS will provide the following warnings for this sensor:
th th
¾ When the 17 or 18 bar is illuminated, the warning lamp on the cluster will also illuminate.
th th
¾ If the 19 or 20 bar is reached, the hydraulic oil temperature LED will illuminate, the
message “HYD TEMP“ will be displayed and an audible alarm will sound. The audible
alarm can NOT be cancelled.
th
Any hydraulic oil overheat condition signaled by either the bargraph reaching the 19 bar will be logged by the ECU-MIDI.
The Hydraulic Oil Temperature bargraph gauge will operate as shown on the next page:
Errors
Open circuit errors will be given when the resistance rises above 100 KΩ (4.76V when Vref is 5V). Short circuit errors will
be given when the resistance drops to below 150Ω (0.14V when Vref is 5V). The details on how these errors will be
displayed are defined in section 8.0. When one of these errors is detected, all the bar graph segments should flash at a 1
Hz rate, and the buzzer will sound. Pressing the “ACK” button will silence this buzzer.

6.26.1 Hydraulic Temperature Sensor Characteristics
Relationship between Temperature and the Bar Graph
BARS TEMP SENSOR TEMP ON TEMP OFF LED BUZZER MESSAGE

ON RESISTANCE
(OHMS)
0 -10 40217 OFF OFF
0 -5 30324 OFF OFF
0 0 23103 OFF OFF
0 1 22000 OFF OFF
0 10 13802 OFF OFF
0 20 8540 OFF OFF
0 30 5455 OFF OFF
0 35 4400 OFF OFF
1 40 3500 >=40 <39 OFF OFF
2 45 2900 >=45 <44 OFF OFF
3 50 2400 >=50 <49 OFF OFF
4 55 2000 >=55 <54 OFF OFF
5 60 1650 >=60 <59 OFF OFF
6 65 1400 >=65 <64 OFF OFF
7 70 1150 >=70 <69 OFF OFF
8 75 1000 >=75 <74 OFF OFF
9 80 850 >=80 <79 OFF OFF
10 85 725 >=85 <84 OFF OFF
11 90 620 >=90 <89 OFF OFF
12 92 586 >=92 <91 OFF OFF
13 94 552 >=94 <93 OFF OFF
14 96 520 >=96 <95 OFF OFF
15 98 490 >=98 <97 OFF OFF
16 100 463 >=100 <99 OFF OFF
17 102 438 >=102 <101 ON OFF
18 105 402 >=105 <104 ON OFF
19 108 370 >=108 <107 ON ON “HYD TEMP”
20 110 350 >=110 <109 ON ON “HYD TEMP”

Hydraulic Temperature Sensor
5000
4500
Resistance (Ohms)
4000
3500
3000
2500
2000
1500
1000
500
0
.5
.5
.5
.5
.5
.3
.6
4
35
85
98
10
43
50
57
64
71
78
91
Temperature deg. C

6.27 Air Filter Blocked
ECU-MIDI EMS
AIR FILTER
Engine Air Filter Input
(A7 / IP11)
Air Filter Switch
CAN Data
A pressure switch is fitted to the engine air filter. When the filter is blocked, the pressure increases thus triggering the
switch and the ECU-MIDI input becomes grounded. This causes a CAN message to be transmitted to the EMS, which
then illuminates the air filter warning lamp. The message “AIR FILTER” is displayed and the internal buzzer is sounded.
The buzzer can be cancelled by pressing the “ACK” button on the EMS, however the LED will remain illuminated and the
message will be displayed periodically.
If the air filter input goes open circuit, then all the warnings should be turned OFF.
In order to prevent false errors, the ECU-MIDI should ensure that the air filter input is grounded for 5 seconds before
sending the CAN message to the EMS. The ECU-MIDI should also ensure that the input is open for 5 seconds before
clearing the error. This functionality will ensure that a noisy input does not give flickering information on the EMS.
This feature is allowed in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’ state.
If the air filter remains blocked for 10 minutes or more when in a ‘RUNNING’ state, this event should be logged by the
ECU-MIDI. There should only be one log per occurrence of a blocked air filter. When the key-switch is cycled, this will
count as a new occurrence.
If the air filter is blocked when in a ‘KEY-ON’ state, then the system should assume that the air filter switch is faulty. See
section 8.0 for more information. If the system has arrived at a ‘KEY-ON’ state from a ‘RUNNING’ state, then the ECU-
MIDI should wait 5 seconds before flagging this error.

6.28 Service Required Warning
ECU-MIDI EMS
SERVICE RQD
CAN Data
SET MODE
JCB
Service CAN Data ACK
Tool
The service schedule is TBD by JCB.
The service required warning LED on the EMS will illuminate when the next service is due according to the service
schedule. The elapsed time is based on the engine hours.
This feature should be active in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’ state.
- Add a note for the service logs – the warning will not come up again when the engine hours pass the 20 hours beyond
point. – the warning will only come up at key-on. Wait and see what happens on the bench.
When a service interval has been reached, the following sequence of events will alert the operator that service is required.
¾ At 20 hour before the service interval, the service required LED will illuminate and the
message “SERVICE RQD” will be displayed. Pressing the “ACK” button will clear the
message, but the LED will remain lit.
¾ When the machine is keyed on, the system will repeat this warning.
¾ Once the engine hours have incremented to 20 beyond the service interval, the message
“SERVICE RQD” will be displayed again and the LED will remain lit. A missed service
interval will be logged in the system’s data logger. Once the “ACK” button is pressed, the
message will clear and the service required LED will start flashing.
¾ When the machine is keyed on, these warnings should be repeated, but another entry into
the data logger is not required.
This LED will continue to flash until a service dealer resets it by entering their service code number.
After the dealer has entered their code, a new entry is created in the service log that is stored in memory. This service
history can be retrieved using the factory service tool.
The code number can be entered either using the factory service tool, or through the EMS’ SET + MODE menu. This
information is required to be stored in memory and can only be accessed by the factory service tool.
Service warnings will be given based on the following service schedule. The hours represent engine hour milestones that
remain set regardless of when the machine is serviced. If a machine is serviced more than 50 hours before the next
milestone, then this will NOT count as the next service and the next milestone should still give the appropriate warnings. If
a machine is serviced less than 50 hours before the next milestone, then this service should be logged against that
milestone thus cancelling any upcoming or active warnings associated with that milestone.
st
1. 100 hours (1 service )
2. 250 hours
3. 500 hours
4. 750 hours
5. 1000 hours
6. 1250 hours
7. Etc. every subsequent 250 hours.

6.28.1 Cancellation of the Service Indicator
JCB Service personnel will be able to cancel the main service indicator by entering their service code number either by
using the factory service tool or through the SET+ Mode menu structure.
When the Service sub menu is reached and entered the dealer will be prompted to enter a four-digit code by the use of the
“Up/Down” keys and the “ACK” button. The required digit will flash until the “ACK” button is pressed, after which the next
digit will flash until all of the digits have been entered. Once the code is entered, the set button is pressed, the service
warning is cancelled and the code saved in memory. The saved data will be updated at the next service interval by the
newly entered dealer code.
Note: Only factory service engineers can access the service history.
SET + MODE SERVICE CODE 0000
Press “Up/Down” to select digit

Press “ACK” to accept selection
& move to next digit
Return to Set + Mode menu
Repeat above until

all four digits are entered
Eg: 1 2 3 4
Press “Set” to enter and save code,

Reset service warning,
& Extinguish warning lamp
Dealer Code Entry Flow Chart

6.29 Quick Hitch (Optional)
ECU-MIDI EMS Facia

Panel
Q/H DISCON?
Quick Hitch Solenoid FS6
(C1 / HS OP3)
CAN Data CAN Data

Quick Hitch Quick Hitch
Solenoid Valve
SPI Data
The Quick hitch is a customer fit option. It allows the operator to quickly change the implement attached to the end of the
boom, from within the cab.
The quick hitch solenoid will control the functionality of the hitch in the following way:
Q/H Connected = Solenoid Output is switched OFF

Q/H Disconnected = Solenoid Output is switched ON
If the Quick Hitch function has been selected as an option on the machine, the quick hitch should default to the
‘connected’ state.
When the quick hitch button on the facia panel is pressed, the EMS will display the “Q/H DISCON?” message, to verify the
switch operation, and the facia switch status indicator will flash at a rate of ?? Hz.
If the “ACK” button on the EMS is not pressed within 5 seconds, then the display reverts to normal and the switch status
indicator is extinguished.
If the “ACK” button is pressed within 5 seconds, the EMS displays the message “Q/H DISCON” and the facia switch status
indicator is illuminated continuously. The ECU-MIDI output is energised and the buzzer is sounded while quick hitch is
disconnected. This buzzer can NOT be silenced.
A second press of the quick hitch button on the facia panel will connect the quick hitch and cause the ECU-MIDI to de-
energised its output. The new attachment is griped, the EMS message is turned off, the switch status indicator is
extinguished and buzzer is switched off.
If the quick hitch option is not enabled then the output should be turned OFF. The facia panel button should not respond
to button presses.
If selected as an option, this feature should be allowed in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’ state.
The state of the quick hitch function should be remembered when the machine is switched off. Errors
If the quick hitch output is in an error state, the error message will be given instead of the “Q/H DISCON” message. When
the error is cleared, the quick hitch feature will return to the ‘connected’ state.

6.30 Overload Caution (Optional)
ECU-MIDI EMS
OVERLOAD Facia
Panel
Lifting Overload
Pressure Switch FS3
Lifting Overload Caution
(A28 / IP9)
New Icon required
Lifting Overload
CAN Data
SPI Data
The overload caution is used as a warning to the operator that the machine is lifting a mass that is exceeding the safe load
capacity of the machine. A pressure switch input to the ECU-MIDI will indicate when an overload situation has occurred.
This feature should be allowed in a ‘KEY-ON’, ‘CRANKING’ or a ‘RUNNING’ state.
This feature can be turned on and off using a button on the facia switch panel. The first press of this button will turn the
feature ON. The one-time message “OVERLOAD ON” should be displayed on the EMS and the facia status LED should
turn on.
When the feature is ON, if a grounded input is seen at the lifting overload caution input, then an overload warning must be
given. The message “OVERLOAD” should be displayed on the EMS, the EMS LED icon should be illuminated, and the
buzzer should sound. This buzzer can NOT be silenced. If the lifting overload caution input goes open circuit, then the
warning should be turned off.
If the facia button is pressed again, the overload feature will be turned off. The one-time message “OVERLOAD OF”
should be displayed and the status indicator LED on the facia panel should be turned off.
When the feature is OFF, no warnings should be given regardless of the lifting overload caution input.
The state of the overload feature should be remembered when the key-switch is cycled.
If the overload caution feature has not been selected as an option, then pressing the facia panel button should have no
effect.

6.31 Beacon
ECU-MIDI EMS
Facia
BEACON ON Panel
Beacon Output FS7
(C8 / HS OP16)
Roof Mounted Beacon Beacon

CAN Data CAN Data
SPI Data
When the vehicles are working on or nearby roads or at night there is a requirement to indicate operation via a flashing
amber beacon. This requirement is met by the provision of an ECU-MIDI output for a warning beacon.
This feature should be allowed during a ‘KEY-ON’, or a ‘RUNNING’ state. If active, the output should be temporarily
switched off during a ‘CRANKING’ state.
Pressing the beacon button on the facia switch panel activates this feature. This causes the switch status LED to
illuminate and the EMS to display the message “BEACON ON”. This, in turn, communicates to the ECU-MIDI via the CAN
network, which turns on the beacon output.
A second press of the fascia switch button disables the ECU-MIDI output, and extinguishes the status LED on the facia
panel. The message “BEACON OFF” will be displayed on the EMS.
This feature should be enabled for all vehicles and no error message should be generated if the switch is pressed and no
beacon is fitted. The output should only be energised on the detection of a load. If no beacon is fitted, and the output is
open circuit, the conformation message will not be displayed and the switch status LED will not be illuminated when the
facia button is pressed.
If the feature is active and the beacon is then disconnected, the ECU-MIDI output should remain on and no error codes
should be given. This will allow another beacon to be fitted and the it would start working once connected. Pressing the
facia button again turns off the output and normal operation is resumed.
The state of the beacon function should be remembered when the key-switch is cycled.
If the beacon is operated while the system is in a ‘KEY-ON’ state, then the buzzer should sound. This buzzer can be
cancelled by pressing the “ACK” button.

6.32 Refuelling Pump (Optional)
ECU-MIDI
Refuel Pump Relay
Refuel Pump Relay

(C16 / HS OP10)
+VBatt
+VBatt Refuel Pump
Refuel Pump Switch Input

(A27 / WU IP13)
Refuel Pump Switch
(A20 / SYS26)
Fuel Level Sender Input

(A8 / AN IP4)
Fuel Level Sensor
A refuelling pump can also be installed on the Compact Products 807 machine. This pump can be used in two different
modes: automatic or manual.
Automatic Mode
A short press of the fuel pump momentary switch will be used to turn on and off the fuel pump’s automatic mode.
When the refuelling pump switch is pressed, a high (+Vbatt) will be measured at the input to the ECU-MIDI. When the
button is released, the input will be open circuit and a ‘Low’ will be measured by the ECU-MIDI. If the button was held for
less than 2 seconds, then this falling edge will trigger the refuelling pump feature into automatic mode.
While in automatic mode, the output to the refuelling pump relay should be energised. The fuel level input should be
monitored during this functionality. When the fuel level reaches 90% full, as defined in section 6.24.1, then the fuel pump
output should be turned off.
The filtering that is normally used to smooth out fuel level readings should not be used in this case so that there is no
delay in the fuel level reading.
If a second falling edge is detected on the fuel pump input, then the feature should be deactivated and the fuel pump
output should be turned off.
Note: If any errors are present on the fuel level sensor, then the refuel pump’s automatic mode should not be allowed.
To prevent running the refuel pump dry, the following limitation is also required. If the refuel pump output has been on for
15 seconds without any change to the fuel level in the tank, then the refuel pump output should be turned off.

Manual Mode
If, at any time, the refuelling pump input is pressed and held for more than 2 seconds, then the refuelling pump will be in
manual mode. This mode allows the user to manually add fuel to the tank.
Once in manual mode, the refuelling pump output should be turned on. The output should remain on until the refuelling
switch has been released. At this point the output will turn off and the refuelling feature will be off.
Note: If manual mode is entered from automatic mode, then automatic mode is NOT resumed when the switch is
released.
Once again, to prevent running the refuel pump dry, the refuel pump output should be turned off if manual mode has been
maintained for 15 seconds or more without any change to the fuel level.
Wake-up
The refuelling pump switch is connected to one of the wake-up inputs on the ECU-MIDI. If the ECU-MIDI is in a ‘WAKE-
UP’ state this feature will operate normally and key-switch cycles will have no effect on the operation.
Limitations
The fuel pump feature should be off if the system is in a ‘CRANKING’ or a ‘RUNNING’ state. If the output is on when
either of these states is entered, then the output and feature should be turned off. Also, the refuelling pump input should
be ignored while in either of these states.
For manual mode to be active the system must see a rising edge on the refuel pump input in a ‘KEY-ON’ state and then
this must be held for 2 seconds. Simply seeing that the input is high for 2 seconds is not enough to satisfy this condition.
This will prevent the refuel pump from turning on if the input is shorted to ON.
If the vehicle’s redundancy switch has been turned on, the fuel pump feature can still be activated as a wake-up input. If
the key switch is OFF then the system will not know it is in redundancy mode but the engine will not be running. Therefore
the ECU-MIDI should allow normal re-fuel pump operation. If the key switch is ON during redundancy mode, the ECU-
MIDI may be unable to determine if the engine is running and therefore the re-fuel pump feature should be disabled. In
this case, the EMS will notify the ECU-MIDI via a CAN message that the system is in redundancy mode so that it can
disable this feature.

6.33 Courtesy Light
+Vbatt
ECU-MIDI
Interior Light Output

(C2 / HS OP7)
Interior Light
Door Switch Input

(A25 / WU IP15)
Door Switch
The cab on the Compact Products 807 machine will be fitted with an interior light. This light will be controlled by the ECU-
MIDI and must turn on and off in response to various machine inputs. The light switch also contains its own on/off button
that can be used to turn on the light as required by the operator. Turning this switch on overrides the output from the ECU-
MIDI.
The door of the cab also contains a switch to indicate if the door is open or closed. When the door is closed, the switch is
open and a low will be measured by the ECU-MIDI at the door switch input. When the door is open, the switch is closed
and a high (+Vbatt) will be measured by the ECU-MIDI at the door switch input.
The door switch input is configured as a wake-up input on the ECU-MIDI, allowing interior light operation when the key-
switch is in the OFF position.
The interior light feature should be active at all times: ‘WAKE-UP’, ‘KEY-ON’, ‘CRANKING’ and ‘RUNNING’.
Turning ON
The ECU-MIDI should turn on its interior light output in either of the following cases:
¾ When the door opens and a low to high (+Vbatt) transition is measured at the door switch
input.
¾ When the key-switch is turned from the ON to the OFF position. In this case the ECU-MIDI
should keep itself powered so that the interior light will remain illuminated.
Turning OFF
When the ECU-MIDI turns off the interior light, it is desirable for the light to ‘dim’ from on to off. To achieve this effect, the
ECU-MIDI should PWM the output from a 100% duty cycle to a 0% duty cycle over a 2-second period. This should be
done EVERY time the light is turned off.
The ECU-MIDI should turn off its interior light output when any of the following has occurred.
¾ When 15 seconds have passed since the ECU-MIDI turned the light ON.
¾ When the door of the cab is closed, the ECU-MIDI should wait 15 seconds and then turn off
the interior light. This event is triggered by the changing state of the door switch input
indicating that the door has just been closed.
¾ When the system enters a ‘KEY-ON’ state, the light should be turned off with no delay.
Note: When the interior light is manually turned on, the output from the ECU-MIDI will be in a high state. It is therefore
possible for output errors to be detected erroneously. These errors should be ignored.
Errors
No errors can be detected on this output. If the light is switched on external to the ECU-MIDI, the system would see this
as an open circuit. Since the output is PWM driven, short circuits are also not possible.

6.34 CAN Communication Error
ECU-MIDI EMS
CAN Data CAN Data
It is possible for the CAN communication between the EMS and the ECU-MIDI to fail. This could be due to a harness
problem or a failure with either of the modules. If the CAN communication stops functioning, then much of the system
functionality will be disabled and it is important that the behaviour of each of the modules is understood. The following
describes the functionality of each feature in the absence of CAN communication with the other module.
EMS Functionality
When the EMS detects that communication has been lost with the ECU-MIDI for 1 second or more, it will flash the service
required LED at a rate of 2 Hz to notify the operator of a problem. The error message “300 SYS ERR” will be displayed
and the buzzer will sound. Pressing the “ACK” button can silence the buzzer, but the message will remain displayed. All
other error and status messages will be disabled.
The EMS should turn off all other LED’s, other than the service required LED, so that they do not give misleading
information. Other then the top row that contains the error message, all the LCD segments should flash at a rate of ?? Hz.
The Set and Diagnostic menus should still be functional, however, any information that would normally come from the
ECU-MIDI should be displayed as blank “--“. The “MODEL NUM” should display “SYS ERR”.
ECU-MIDI Functionality
If the ECU-MIDI loses CAN communication with the EMS for 1 second or more, then the features described in this
specification will behave as shown in the following table.
Feature Comment
Wake Up Functions Normal Functionality
Cranking and Running Normal Functionality – Errors codes will not be shown
Engine Hours ECU-MIDI will increment these as it would normally
Alternator Charging Normal Functionality
No Charge Warnings Warnings not given but safety functionality is functional
Engine Oil Pressure Normal Functionality – No display of faults
Throttle Control Normal Functionality
Throttle Calibration Disabled – Not allowed by EMS
Power Modes Changes not allowed – The ECU-MIDI will keep the current mode
Pre-Heat Warning Disabled
Auto Warm Disabled – The ECU-MIDI will keep the current mode
Auto Idle Disabled – The ECU-MIDI will turn this feature off if it was on
One Touch Idle Disabled – The ECU-MIDI will turn this feature off if it was on
Emergency Stop Still Functional – The ECU-MIDI output will remain energised
Redundancy System Normal Functionality
Lever Lock Normal Functionality – No LED
Servo Isolator Disabled – The ECU-MIDI will turn this feature off if it was on – hydraulics
enabled
Wiper / Washer Disabled – The ECU-MIDI will turn these features off if they were on
Horn Normal Functionality
Travel Alarm Normal Functionality
Slew Brake Normal Functionality
Slew Lock Disabled - The ECU-MIDI will turn this feature off if it was on
High Speed Travel Normal Functionality – No feedback to the operator
High Flow / Double Acting High Normal Functionality – No errors given in extreme temperatures
Flow
Work Lights Boom Light defaults to ON – No changes allowed
Fuel Sensor Normal Functionality for refuelling pump – No display
Engine and Hydraulic Temperature Normal Functionality – No display
Air Filter Warning Disabled
Service Required Warning Disabled
Quick Hitch Current state will be maintained – No changes allowed
Overload Caution Disabled
Beacon Current state will be maintained – No changed allowed
Re-Fuelling Pump Normal Functionality
Courtesy Light Normal Functionality
Error Logging Normal Functionality

Note: The ECU-MIDI can only detect a CAN error when the key switch is not in the off position. This means that
all CAN communication errors should be ignored in a ‘WAKE-UP’ state.
Note: The EMS can only detect a CAN communication error when the system is not in redundancy mode.

7.0 Messages
This section defines and describes the requirements for all the messages that can be displayed by the EMS.
There are 4 different types of messages. They are shown here in the order that they are prioritised during operation:
¾ Menu (Message shown when the EMS menu is used)

¾ Errors (Error messages that indicate some kind of problem)
¾ One Time (Messages that appear as a result of some action)
¾ Repetitive (Messages that are shown periodically)
For each message there can be other actions that are required by the system. These actions include:
¾ Buzzer.
¾ Functionality if the “ACK” button is pressed.
¾ Logging of events.
These may be handled differently depending on the type of message and are described in the following sections.
Do we need a message at the beginning of the spec saying that the detailed operation of all the messages are given in
this section??
If a feature that would display a message is active at key-on, then those messages should be given again – even timout
messages.
NO MESSAGE SHOULD START OUT AS REPETITIVE!!!
Should ackable messages have a higher priority then non ackable messages? This way an ackable message can still be
seen if a non ackable message owns the display.
The buzzer should still sound if a lower priority message becomes active when a higher priority (menu message) is on the
screen. If a message kicks you out of the menus, then you don’t need to re-enter the menu when the message is
canceled. Manually re-enter the menu.
Should we show the messages in all the languages in the spec??
No message should start out as a repetitive message.
The "Type" column is just for information and will show the error code number for error messages. It will say MENU for menu
messages. The other messages have been defined as either REQUESTED messages from the user, or MACHINE driven
messages.
The priority shows which messages should take ownership of the display if there is a conflict.
If a message is a 'Timeout' message, it should appear on the display and then clear on its own after 5 seconds.
If a message is 'Ackable', then pressing ACK will clear the message.
Some messages have a buzzer and that buzzer may or may not be ackable.
After a message has cleared from the display (either on its own or due to ACK), it may or may not become a repetitive
message.
See the messages.xls document
Define flash rate and sequence – scroll rate (1.5 seconds on and then 1.5 seconds off)
Explain priorities and when items clear from the display.
Explain the operation of repetative messages.
-How long do the one-time messages stay active for.
7.1 Set Menu (Section 5.4.1)
Message Meaning
12/24? 12 Clock 12-hour format.

12/24? 24 Clock 24-hour format.
AUTO IDLE T Delay time for automatic idle feature.
CLOCK Set current time.

DATE Set current date.
HIGH FLOW Display the hours in high flow.
INT WPR SPD Set Intermittent wiper speed to a setting from 1 to 10.
LANGUAGE Choose the language for the EMS.
RESET HRS? Confirm that the high flow hours are to be reset.

7.2 Diagnostic Menu – Set + Mode (Section 5.4.2)
Message Meaning
ALT CHARGE Shows if the alternator is charging or not.

ECU--M--v X.XX The hardware or software version number for the ECU-MIDI.
EMS--v X.XX The hardware of software version number for the EMS.
FUEL LEVEL Display the amount of fuel remaining.
HRDWARE VER Display the hardware version numbers of the EMS and the ECU-MIDI.
HYD TEMP Display the current hydraulic oil temperature.
MAIN OFF Main pressure switch is off.
MAIN ON Main pressure switch is on.
MODEL NUM Show the model of the vehicle.
OFF The alternator is not charging.
ON The alternator is charging.
PILOT SWTCH Show the state of the machine pressure switches.
QH ENABLE? Menu option for enabling and configuring the quick hitch.
QH OFF Disable the quick hitch.
QH ON Enable the quick hitch.
QH TYPE 1 Set the quick hitch to type 1.
QH TYPE 2 Set the quick hitch to type 2.
QH TYPE? Set the type of quick hitch on the machine.
SENSE POT Displays the reading of the throttle sense potentiometer.
SENSOR VOLT Displays the measurement of the sensor voltage (5V supply).
SERIAL NO Display the serial number of the machine.
SFTWARE VER Display the software version numbers of the EMS and the ECU-MIDI.
SLEW OFF Slew pressure switch is off.
SLEW ON Slew pressure switch is on.
SYS VOLTS Displays the measurement of the batter voltage.
THROTTL PWM Display the PWM duty cycle being provided to the throttle actuator.
SET POT Displays the reading of the throttle set potentiometer.
TRAVEL OFF Travel pressure switch is off.
TRAVEL ON Travel pressure switch is on.
WATER TEMP Display the current engine water temperature.
X.XX VOLTS The sensor voltage reading.
XX DEG C Current temperature reading of either the water or hydraulic oil.
XX PERC The reading of the fuel level given in percent full.
XX VOLTS The battery voltage reading.
XX.X PERC The PWM reading in percent duty cycle.
XXXX OHMS The measurement in Ohms of the throttle sense or set potentiometer.
7.3 Calibration Menu - Set + Mode 20 second (Section 5.4.3)
Message Meaning
CALIBRATE Calibrate the throttle on the machine.

DEFAULT SET Set all the machine settings back to their default values.
ID—XXXX Enter the service ID to clear the warning.
OVER—RIDE Solenoid override feature menu option. Also displayed when the feature is activated.
OVER—RIDE? Confirmation to turn the solenoid override feature on.
RESET? Confirmation that the machine settings should be reset.
SERVICE OFF Used to cancel a service warning notification.
TSENS The ECU-MIDI is now auto detecting the minimum and maximum sense potentiometer positions.
TVOL MAX Move the throttle set potentiometer to the maximum position.
TVOL MIN Move the throttle set potentiometer to the minimum position.

7.4 Repetitive Messages
The following messages are repetitive messages. They will be displayed periodically as long as the source of the
message still requires the message to be displayed. The table shows which messages have buzzers. The “ACK” column
indicates if the buzzer can be silenced or not by pressing the “ACK” button. If the event is logged in any way, then this is
shown as “YES” in the ‘Log’ column.
Message Log Meaning Buzzer ACK Section
ALTERNATOR YES The engine is running and the alternator is not YES YES 6.3.2
charging.
AUTO IDLE NO The auto idle feature is active and therefore the NO N/A 6.9
system has been dropped to low idle
BATT VOLTS YES The battery voltage is out of range. YES NO 6.3.2
NO THROTTLE NO This will be displayed whenever there is a throttle YES YES 6.5
related error. Errors (304-307)
OIL PRESS YES The engine is running with no oil pressure. YES NO 6.4
RECALIBRATE NO The ECU-MIDI has not had is throttle calibrated. YES YES 6.5.1
SENSOR YES The sensor voltage is less than 4V. YES YES 6.3.2
VOLT
SETUP RQD NO Either the EMS or the ECU-MIDI requires set-up. YES YES 5.3

7.5 One Time Messages
The following messages are one time messages. They are displayed as soon as they happen and take priority over
repetitive messages. The “ACK” column indicates what happens when the “ACK” button is pressed while the message is
displayed.
¾ REPET – The message becomes a repetitive message and any buzzer is silenced.
¾ CLEAR – The message is cleared and any buzzer is silenced.
¾ NONE – The “ACK” button has no effect on this message and any message cannot be silenced.
The ‘Log’ column indicates if there is any logging associated with the message. The ‘Buzzer’ column indicates if a buzzer
is required or not.
Message ACK Log Meaning Buzzer Section
AIR FILTER REPET YES The air filter is blocked. YES 6.27
AUTO IDLE CLEAR YES The auto idle feature has been activated. NO 6.9
AUTO WARM REPET NO The system is cold and has been put into its auto warm mode. NO 6.8
BEACON ON CLEAR NO The beacon has been turned on during a ‘RUNNING’ state. NO 6.31
BEACON ON CLEAR NO The beacon has been turned on during a ‘KEY-ON’ state. YES 6.31
COOLNT TEMP NONE YES The engine temperature is greater than 108°C and is YES 6.25
overheating.
EMERG STOP REPET YES The Emergency Stop feature is active and therefore no power is NO 6.11
supplied to the ESOS output.
HI AUX TEMP NONE NO The high flow feature has been requested when the hydraulic oil YES 6.21
is greater than or equal to 98°C (1 sec) 6.22
HYD TEMP NONE YES The engine temperature is greater than 108°C and is YES 6.26
overheating.
ISOLATOR CLEAR NO The isolator button on the facia panel has been pressed and the NO 6.13
system will inhibit hydraulic functions
LIMP MODE NONE NO The system’s redundancy switch has been turned on and has NO 6.12
disabled the ECU-MIDI.
LO AUX TEMP NONE NO The high flow feature has been requested when the hydraulic oil YES 6.21
is less than or equal to 0°C (1 sec) 6.22
LOW FUEL REPET NO The fuel level is sitting at 3 or 4 bars. YES 6.24
(1 sec)
LOW FUEL REPET NO The fuel level is sitting at 1 or 2 bars. YES 6.24
LOW IDLE REPET YES The one touch idle feature is active and will hold the engine at NO 6.10
low idle.
NO FUEL REPET YES The fuel level is sitting at 0 bars on the bargraph. YES 6.24
OVERLOAD NONE YES The system is overloaded and notification is being given to the YES 6.30
operator.
OVERLOAD OF CLEAR NO The overload caution feature has been turned off. NO 6.30
OVERLOAD ON CLEAR NO The overload caution feature has been turned on. NO 6.30
PRE HEAT REPET NO The engine is in a pre-heat mode. NO 6.7
Q/H DISCON NONE NO The quick hitch has been disconnected. YES 6.29
Q/H DISCON? CLEAR NO The quick hitch button has been pressed and the system is NO 6.29
displaying this confirmation message.
SERVICE RQD CLEAR YES A new service interval has been reached. The vehicle should NO 6.28
be taken for service.
SLEW LOCK CLEAR NO The slew lock button has been pressed, or the system has NO 6.19
turned on the slew lock output.
WIPER ON CLEAR NO The wipers have been turned on continuously. NO 6.14
WIPER INT CLEAR NO The wipers have been put into intermittent mode. NO 6.14

8.0 Error Codes
The following table shows the error codes required for this system. Many of these codes are described in more detail in
their relevant sections, but many are only shown here. If an error code is active, the message should be given right away
and a log should be entered by the ECU-MIDI. If the error is removed, the message should also clear.
If the “ACK” button is pressed to acknowledge the error, then the message will become a repetitive message. If more then
1 error is active, then the error messages should be entered into their own repetitive message queue until they are
acknowledged.
Errors associated with optional features should be disabled if the feature is not selected for the vehicle.
The errors are organised according to the type of error. Open circuit errors are given 1XX numbers. Short circuit errors
are given 2XX numbers. System errors are given 3XX numbers. The XX number will depend on the function with the
error.
Example: The Horn error number is 15. Therefore if the horn is open circuit the error number should be 115 and if the
horn is short circuit the error number should be 215.
MESSAGE ERR # DESCRIPTION SECTION
101 CRANK 1 A crank signal was not seen by the ECU-MIDI 6.2.1 / 6.2.2
102 ALT ERR 2 The alternator is reading high when the engine is off and is therefore open 6.3.2 / 6.2.2
circuit.
103 OIL SW 3 The oil pressure switch is open circuit 6.4 / 6.2.2
108 THR SOL 8 The throttle solenoid is open circuit as detected in the OFF condition. 6.5
109 SENS PT 9 The throttle sense pot is measuring a ground (<0.5?) and is therefore open 6.5
circuit.
112 SERVO 12 The servo solenoid output is open circuit. 6.13
113 WIPER 13 The wiper output is open circuit. 6.14
114 WASHER 14 The washer output is open circuit. 6.15
115 HORN 15 The horn output is open circuit. 6.16
116 TRVL AL 16 The travel alarm output is open circuit. 6.17
117 SLW BRK 17 The slew brake output is open circuit. 6.18
118 SLW LCK 18 The slew lock output is open circuit. 6.19
119 2 SPEED 19 The travel speed output is open circuit. 6.20
120 FLOW F 20 The high flow F solenoid is open circuit. 6.21
121 FLOW LD 21 The high flow load solenoid is open circuit. 6.21
122 FLOW R 22 The high flow R solenoid is open circuit. 6.22
124 LH LT 24 The LH work lamps output is open circuit. 6.23
125 RH LT 25 The RH work lamps output is open circuit. 6.23
126 BOOM 26 The Boom work lamps output is open circuit. 6.23
127 REAR LT 27 The Rear work lamps output is open circuit. 6.23
128 FUEL 28 The Fuel Level is reading more than 200 Ohms and is therefore open circuit. 6.24
129 EN TEMP 29 The engine temperature input is open circuit. 6.25
130 HYD TMP 30 The hydraulic temperature input is open circuit. 6.26
132 Q HITCH 32 The quick hitch output is open circuit. 6.29
133 REFUEL 33 The refuelling pump output is open circuit. 6.32
209 SENS PT 9 The throttle sense pot is measuring 5V (>4.5?) and is therefore shorted to power. 6.5
211 ESOS 11 The ESOS output is short circuit 6.11
212 SERVO 12 The servo solenoid output is short circuit. 6.13
213 WIPER 13 The wiper output is short circuit. 6.14
214 WASHER 14 The washer output is short circuit. 6.15
215 HORN 15 The horn output is short circuit. 6.16
216 TRVL AL 16 The travel alarm output is short circuit. 6.17
217 SLW BRK 17 The slew brake output is short circuit. 6.18
218 SLW LCK 18 The slew lock output is short circuit. 6.19
219 2 SPEED 19 The travel speed output is short circuit. 6.20
220 FLOW F 20 The high flow F solenoid is short circuit. 6.21
221 FLOW LD 21 The high flow load solenoid is short circuit. 6.21
222 FLOW R 22 The high flow R solenoid is short circuit. 6.22
224 LH LT 24 The LH work lamps output is short circuit. 6.23
225 RH LT 25 The RH work lamps output is short circuit. 6.23
226 BOOM 26 The Boom work lamps output is short circuit. 6.23
227 REAR LT 27 The Rear work lamps output is short circuit. 6.23
229 EN TEMP 29 The engine temperature input is short circuit. 6.25
230 HYD TMP 30 The hydraulic temperature input is short circuit. 6.26
231 AIR FIL 31 The air filter input is short circuit. 6.27
232 Q HITCH 32 The quick hitch output is short circuit. 6.29
233 REFUEL 33 The refuelling pump output is short circuit. 6.32
235 BEACON 35 The beacon is short circuit

300 SYS ERR 00 There is a CAN communication error between the EMS and the ECU-MIDI. 6.34
304 CAL ERR 4 The max and min values for the dial pot are less than 100. Recalibrate. 6.5
305 CAL ERR 5 The max and min values for the sense pot are less than 20. Recalibrate. 6.5
307 THROTTL 7 The desired and actual throttle sense values have not matched for 20 seconds. 6.5

9.0 Connections
The EMS is connected to the vehicle electrical system by two connectors on flying leads from the unit.
9.1 Facia Switch Panel
Pin No Assignment Type
1 Ignition Input (switched) PWR

2 Ground PWR
3 SPI to EMS – MTSR SPI COMM
4 SPI to EMS – SCLK SPI COMM
5 SPI to EMS – SH/LD SPI COMM
6 SPI to EMS – MRST SPI COMM
7 Emergency Stop Output HS
8 Emergency Stop Input PWR
9.2 EMS
Pin No Assignment Type
1 SPI to Facia Panel – SCLK SPI COMM

2 SPI to Facia Panel – MRST SPI COMM
3 SPI to Facia Panel – MTSR SPI COMM
4 SPI to Facia Panel – SH/LD SPI COMM
5 CAN Shield CAN COMM
6 CAN Low CAN COMM
7 CAN High CAN COMM
8 SPI Shield SPI COMM
9 Ground PWR
10 N/C
11 N/C
12 N/C
13 Battery Power PWR
14 Chassis Ground PWR
15 Ignition Redundancy HS Input
16 Ignition PWR

9.3 ECU-MIDI
CONNECTOR A
Pin No Assignment Type Label
1 N/C
2 N/C
3 Oil Pressure Input LS IP35
4 N/C
5 N/C
6 N/C
7 Engine Air Filter Input LS IP11
8 Fuel Level Sender Analog Input AN IP4
9 Alternator Analog Input AN IP3
10 Sensor Voltage (+Vref) Supply PWR SYS10
11 N/C
12 Pre Heat Input LS IP36
13 Travel Speed Input HS IP34
14 High Flow Reverse Switch Input HS IP24
15
16 Travel Pressure Switch Input LS IP27
17 Crank Input HS IP12
18 Coolant Temperature Analog Input AN IP2
19 Hydraulic Oil Temperature Analog Input AN IP1
20 Sensor Ground (0Vref) PWR SYS26
21 Wiper Park Signal Input LS IP19
22 N/C
23 N/C
24 High Flow Forward Switch Input HS IP23
25 Door Switch Input WU HS IP15
26 Main Pressure Switch Input LS IP28
27 Refuel Pump Switch Input WU HS IP13
28 Lifting Overload Caution Input LS IP9
29 Throttle Sense Potentiometer Analog Input AN IP8
30 N/C
31 N/C
32 N/C
33 Lever Lock Input LS IP32
34 Coolant Temperature Switch Input LS IP22
35 N/C
36 Slew Pressure Switch Input LS IP29
37 Horn Switch Input WU HS IP14
38 One-Touch Idle Input HS IP10
39 Throttle Set Potentiometer Analog Input AN IP6
40 N/C

CONNECTOR B
1 Bank Supply (OP17 – OP22) PWR SYS 15

3 N/C SYS 2
4 RS232 RX COMM SYS 8
5 Ignition Switched +12V PWR SYS 22
6 Battery +12V Power PWR SYS 11
9 N/C SYS 4
10 RS232 TX COMM SYS 7
11 Battery Ground PWR SYS 17
12 N/C SYS 6
15 CAN High COMM SYS 1
16 Program COMM SYS 10
17 GND Return – Not Used SYS 18
18 CAN Shield COMM SYS 5
21 CAN Low COMM SYS 3
22 Battery Ground PWR SYS 21
23 GND Return – Not Used SYS 20
24 RS232 Shield COMM SYS 9

CONNECTOR C
1 Quick Hitch Solenoid HS OP3

2 Interior Light Output HS OP7
3 Horn Output HS OP8
4 Slew Brake Solenoid Output HS OP9
5 Rear Cab Work Light Output HS OP13
6 Washer Motor Output HS OP14
7 Travel Speed Solenoid Output HS OP15
8 Beacon Output HS OP16
9 LS GND Supply
10 LS GND Supply
11 Cab LH Work Lamps Output HS OP2
12 N/C
13 ESOS Output HS OP5
14 Cab RH Work Lamps Output HS OP6
15 Boom Work Light Output HS OP11
16 Refuel Pump Relay Output HS OP10
17 Wiper Motor Output HS OP12
18 N/C
19 N/C
20 Travel Alarm Output LS OP30
21 Throttle PWM Output HS OP1
22 Alternator Excitation Output HS OP4
23 N/C
24 N/C
25 N/C
26 Slew Lock Solenoid Output HS OP22
27 N/C
28 N/C
29 N/C
30 N/C
31 N/C
32 High Flow Forward Solenoid Output HS OP17
33 High Flow Reverse Solenoid Output HS OP18
34
35 High Flow Load Sense Solenoid Output HS OP20
36 Servo Isolator Output HS OP21
37 N/C
38 N/C
39 N/C
40 N/C

10.0 Summary of Changes
10.1.1 Version 5.2

¾ Removed most of the shown changes.
¾ Add in the sections from the JS Machine spec that are desired for this system.
¾ Added in Lots of detail that will mostly be removed.
10.1.2 Version 5.3 Æ 5.7

¾ The majority of all CP related changes were made. Version 5.7 represents the functional
requirements for Compact Products
10.1.3 Version 5.8

¾ Modified the Fuel Level, Hydraulic and Coolant Temperature Tables to match the data
provided by Andy Mayer
¾ Made some minor modifications to the redundancy mode function.
10.1.4 Version 5.9

¾ Many changes made to many sections. See the marked up version for the details.
¾ Added the Message, Errors and Pinouts sections to the spec.

EMS Vansco - Service Manual Specification

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EMS Vansco - Service Manual Specification

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What are the main components described in the document?

What are the main components described in the document?

What communication protocols are used?

What communication protocols are used?

JCB Compact Products Ltd.

Functional Specification for JCB parts:

Vansco Document number: TBD Version 5.10

0.02A APBurrows 2000/01/04

Document Number: Version 5.9 Page 1 of 85

1.0 Introduction .......................................................................................................................................................................... 3

Document Number: Version 5.9 Page 2 of 85

Document Number: Version 5.9 Page 3 of 85

¾ The Sensor Reference (+Vref) is 5.0V.

Document Number: Version 5.9 Page 4 of 85

1.2.1 LCD Features

EMS Instrument Panel LCD Layout

Document Number: Version 5.9 Page 5 of 85

Engine Engine Oil Alternator Service Air Filter Hydraulic Oil

LED Indicators and Icons Need new picture and Icons

1.2.3 EMS Operator Switches

BUTTON LABEL FUNCTION

SET Select Set up

1.2.4 Internal Buzzer

Document Number: Version 5.9 Page 6 of 85

TRACKED MACHINES FUNCTION OPERATION STATUS INDICATION

Fascia Panel Button Allocation

1.4 Joystick Functions

BUTTON FUNCTION OPERATION

JSL1 NOT USED Not Yet Allocated C

JSR1 NOT USED Not Yet Allocated

Joystick Button Allocation

Document Number: Version 5.9 Page 7 of 85

2.1 CAN Network

Each module will have the provision for termination resistors.

2.2 RS-232 Port

¾ Downloading of “Boot-load” firmware into the EMS and the ECU-MIDI.

2.3 Other Hardware Features

Document Number: Version 5.9 Page 8 of 85

Document Number: Version 5.9 Page 9 of 85

4.1 Housing Requirements

• JCB Part Number.

• Colour to be dark grey to RAL7021.

• Texture to be fine haircell (Gravutex VW41).

• Harness cover to be black or dark grey.

• Operating temperature range: -40°C to +85°C.

• Materials to be fire resistant, UV stable and chemically resistant.

4.2 Mounting and Connection

The minimum articulation of the ball joint to be 15° in all directions.

Document Number: Version 5.9 Page 10 of 85

5.3 Configuration and Set-up

¾ Model Number (Currently only 807)

¾ Travel Alarm – Section 6.17

Document Number: Version 5.9 Page 11 of 85

Document Number: Version 5.9 Page 12 of 85

5.4.1 Set Mode

Document Number: Version 5.9 Page 13 of 85

The parameters will be displayed as follows:

Document Number: Version 5.9 Page 14 of 85