SECTION D: CEC2 SAE J1939 COMMUNICATION

ALLISON TRANSMISSION DATALINK COMMUNICATIONS

Major topics in the CEC2 SAE J1939 Communications section are:

1.0 Purpose

2.0 Applicable Documents

3.0 System Integration Approach and Responsibilities

4.0 CEC2 J1939 Message and Parameter Overview

5.0 Vehicle Function Requirements

6.0 Functions NOT Acceptable or Available for J1939 Implementation

7.0 Factors Determining Datalink, Message and Parameter Support

8.0 CEC2 Broadcast Parameters

9.0 CEC2 Parameter Reception

10.0 Proprietary Messages

11.0 J1939 Hardware

12.0 Acronyms and Abbreviations

13.0 Change History

14.0 APPENDIX A:
Required Engine Governor Characteristics for SEM and LRTP

15.0 APPENDIX B:
Required Engine Response Characteristics for SEM and LRTP

Allison Transmission Datalink Communications – October 2006 Page D-1

 TABLE OF CONTENTS
1.0 PURPOSE ........................................................................................................................................................... 9
2.0 APPLICABLE DOCUMENTS ........................................................................................................................... 10
2.1. SOCIETY OF AUTOMOTIVE ENGINEERS (SAE) .................................................................................................10
2.2. INTERNATIONAL ORGANIZATION FOR STANDARDIZATION (ISO)........................................................................10
3.0 SYSTEM INTEGRATION APPROACH & RESPONSIBILITIES ...................................................................... 11
3.1. ATD APPROACH AND EXPECTATIONS .............................................................................................................11
3.2. FAILURE ANALYSIS ........................................................................................................................................11
3.2.1. Overview ...............................................................................................................................................11
3.2.1.1. Analog Wire Failure Modes............................................................................................................ 11
3.2.1.2. CAN Datalink Failure Modes.......................................................................................................... 12
3.2.2. Failure Analysis requirements For Receivers .......................................................................................12
3.2.3. Requirements for Senders ....................................................................................................................12
3.2.3.1. Support of SAE Data States .......................................................................................................... 12
3.2.3.2. Differentiate Between ‘Error’ and ‘Not Available’ ........................................................................... 12
3.2.3.3. Be Careful About Passing Along Default Algorithm Values........................................................... 12
3.2.3.4. Prevent Broadcast of Incorrect Data.............................................................................................. 13
3.3. USING A HEARTBEAT TO MONITOR ATD DATALINK PRESENCE........................................................................13
3.3.1. Recommended Heartbeat Messages ...................................................................................................13
3.3.2. Grace Period for Heartbeat Fault Detection at Power Up.....................................................................13
3.3.3. Detecting Loss of Heartbeat during Operation .....................................................................................14
3.3.4. Conveying the Presence of a Communication Problem .......................................................................14
3.3.5. Receiving Controller Responses in Various Situations.........................................................................14
3.3.5.1. Loss of Heartbeat........................................................................................................................... 14
3.3.5.2. Loss of DM1 Message During an Active DM1 Indication............................................................... 14
3.3.5.3. Loss of DM1 Message AND Heartbeat During an Active DM1 Indication ..................................... 15
3.3.5.4. Initialization or Resets .................................................................................................................... 15
4.0 CEC2 J1939 MESSAGE AND PARAMETER OVERVIEW.............................................................................. 16
5.0 VEHICLE FUNCTION REQUIREMENTS ......................................................................................................... 18
5.1. ACCELERATOR PEDAL ...................................................................................................................................18
5.1.1. Parameter Requirements ......................................................................................................................18
5.1.2. Other Requirements / Restrictions........................................................................................................18
5.2. ACCELERATOR PEDAL – REMOTE...................................................................................................................18
5.2.1. Parameter Requirements ......................................................................................................................18
5.3. ACCELERATOR PEDAL KICKDOWN .................................................................................................................19
5.3.1. Availability Via Datalink .........................................................................................................................19
5.3.2. Parameter Requirements ......................................................................................................................19
5.3.3. Driver Interface Requirements ..............................................................................................................19
5.3.4. Normal Operation..................................................................................................................................19
5.3.5. Failure Modes and Responses .............................................................................................................19
5.4. ANTI-LOCK BRAKES [ABS] ...........................................................................................................................21
5.4.1. Parameter Requirements ......................................................................................................................21
5.4.2. Normal Operation..................................................................................................................................21
5.4.3. Failure Modes and Responses .............................................................................................................21
5.5. ‘CHECK TRANS’ INDICATION ...........................................................................................................................21
5.5.1. Availability Via Datalink .........................................................................................................................21
5.5.2. Parameter Requirements ......................................................................................................................21
5.5.3. Driver Interface Requirements ..............................................................................................................21
5.5.3.1. ‘Check Trans’ Indication................................................................................................................. 21
5.5.3.2. ‘Communication Failure’ Indication ................................................................................................ 22
5.5.3.3. Bulb Checks ................................................................................................................................... 22
5.5.4. Normal Operation..................................................................................................................................22

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 5.5.4.1. Activating a ‘Check Trans’ Indication ............................................................................................. 22
5.5.4.2. Deactivating a ‘Check Trans’ Indication......................................................................................... 22
5.5.5. Failure Modes and Lamp Controller Responses ..................................................................................23
5.5.5.1. Use of a Heartbeat Message ......................................................................................................... 23
5.5.5.2. Response to Loss of Heartbeat ..................................................................................................... 23
5.5.5.3. Response to Loss of DM1 Message During Active ‘Check Trans’ indication ................................ 23
5.5.5.4. Response to Loss of DM1 Message AND Heartbeat During Active ‘Check Trans’ Indication ...... 23
5.5.5.5. Initialization or Response to Resets............................................................................................... 24
5.5.6. J1939 ‘Check Trans’ Installation Checklist ...........................................................................................24
5.5.6.1. Bulb Check..................................................................................................................................... 24
5.5.6.2. Normal Operation........................................................................................................................... 24
5.5.6.3. Loss of Heartbeat........................................................................................................................... 24
5.5.6.4. Loss of DM1 Message AND Heartbeat During Active ‘Check Trans’ Indication............................ 25
5.5.6.5. ‘Check Trans’ Situation Self-Clears During Key Switch Cycle....................................................... 25
5.5.6.6. ‘Check Trans’ Situation Remains After Key Switch Cycle ............................................................. 25
5.6. CRUISE CONTROL ..........................................................................................................................................25
5.6.1. Parameter Requirements ......................................................................................................................25
5.6.2. Other Requirements / Restrictions........................................................................................................25
5.6.3. Normal Operation..................................................................................................................................25
5.6.4. Failure Modes and Responses .............................................................................................................25
5.7. LOWER RANGE TORQUE PROTECTION [LRTP] ...............................................................................................25
5.7.1. Availability Via Datalink .........................................................................................................................26
5.7.2. Parameter Requirements ......................................................................................................................26
5.7.3. Other Requirements / Restrictions........................................................................................................26
5.7.4. Normal Operation – Transmission ........................................................................................................26
5.8. NEUTRAL START............................................................................................................................................26
5.8.1. Availability Via Datalink .........................................................................................................................26
5.8.2. Parameter Requirements ......................................................................................................................26
5.8.3. Driver Interface Requirements ..............................................................................................................27
5.8.3.1. ‘Communication Failure’ Indication ................................................................................................ 27
5.8.4. Normal Operation..................................................................................................................................27
5.8.4.1. Timing............................................................................................................................................. 27
5.8.4.2. Voltage and Latching Requirements.............................................................................................. 27
5.8.4.3. Typical Cranking Sequence ........................................................................................................... 27
5.8.5. Failure Modes and Responses .............................................................................................................28
5.8.5.1. Starter Controller Doesn’t Receive Transmission Engine Crank Enable....................................... 28
5.8.5.2. Starter Controller Loses Transmission Engine Crank Enable While Cranking.............................. 28
5.8.5.3. Starter Controller Resets................................................................................................................ 28
5.8.5.4. TCM Broadcasts ‘Error’.................................................................................................................. 28
5.8.5.5. TCM Broadcasts ‘Not Available’ .................................................................................................... 28
5.8.6. J1939 ‘Neutral Start’ Installation Checklist............................................................................................28
5.8.6.1. Normal Operation........................................................................................................................... 28
5.8.6.2. Starter Controller Doesn’t Receive Transmission Engine Crank Enable....................................... 28
5.8.6.3. Starter Controller Latches Transmission Engine Crank Enable When Cranking Initiated............. 29
5.8.6.4. Starter Controller Receives ‘Error’ or ‘Not Available’ ..................................................................... 29
5.9. RANGE DISPLAYS – GENERAL INFORMATION ..................................................................................................29
5.9.1. CEC2 Selector Equivalents...................................................................................................................29
5.9.2. Intended Use of SAE ‘Range’ and ‘Gear’ Parameters..........................................................................30
5.9.3. Differences between Range and Gear parameters ..............................................................................30
5.9.4. ATD vs. SAE Terminology ....................................................................................................................30
5.10. RANGE DISPLAYS – ‘RANGE ATTAINED’ .........................................................................................................31
5.10.1. Availability Via Datalink .........................................................................................................................31
5.10.2. Parameter Requirements ......................................................................................................................31
5.10.3. Driver Interface Requirements ..............................................................................................................31
5.10.4. Other Requirements / Restrictions........................................................................................................31
5.10.5. Normal Operation..................................................................................................................................31
5.10.6. Failure Modes and Responses .............................................................................................................31

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 5.11. RANGE DISPLAYS – ‘REQUESTED RANGE’ ......................................................................................................32
5.11.1. Availability Via Datalink .........................................................................................................................32
5.11.2. Parameter Requirements ......................................................................................................................32
5.11.3. Driver Interface Requirements ..............................................................................................................32
5.11.4. Other Requirements / Restrictions........................................................................................................32
5.11.5. Normal Operation..................................................................................................................................32
5.11.5.1. Indicate Inhibited Shifts .................................................................................................................. 32
5.11.5.2. Indicate Display Problems.............................................................................................................. 32
5.11.6. Failure Modes and Display Responses ................................................................................................32
5.12. RANGE INHIBITED INDICATOR [RII] .................................................................................................................33
5.12.1. Availability VIA Datalink ........................................................................................................................33
5.12.2. Parameter Requirements ......................................................................................................................33
5.12.3. Driver interface requirements................................................................................................................33
5.12.3.1. ‘Range Inhibited’ Indication............................................................................................................ 33
5.12.3.2. Bulb Checks ................................................................................................................................... 34
5.12.4. Normal Operation..................................................................................................................................34
5.12.5. Failure Modes and Responses .............................................................................................................34
5.13. REVERSE WARNING .......................................................................................................................................35
5.13.1. Availability Via Datalink .........................................................................................................................35
5.13.2. Parameter Requirements ......................................................................................................................35
5.13.3. Driver Interface Requirements ..............................................................................................................35
5.13.4. Normal Operation..................................................................................................................................35
5.13.5. Failure Modes and Responses .............................................................................................................35
5.14. ROAD SPEED LIMITING ...................................................................................................................................35
5.14.1. Parameter Requirements ......................................................................................................................36
5.14.2. Normal Operation..................................................................................................................................36
5.14.3. Failure Modes and Responses .............................................................................................................36
5.15. SECONDARY MODE INDICATOR .......................................................................................................................36
5.15.1. Availability Via Datalink .........................................................................................................................36
5.15.2. Parameter Requirements ......................................................................................................................36
5.15.3. Normal Operation..................................................................................................................................36
5.15.4. Failure Modes and Responses During Operation.................................................................................36
5.16. SHIFT ENERGY MANAGEMENT [SEM] .............................................................................................................36
5.16.1. Availability Via Datalink .........................................................................................................................36
5.16.2. Parameter Requirements ......................................................................................................................36
5.16.3. Other Requirements / Restrictions........................................................................................................37
5.16.3.1. General Parameter Checks ........................................................................................................... 37
5.16.4. Normal Operation..................................................................................................................................37
5.16.5. Failure Modes and Responses .............................................................................................................37
6.0 FUNCTIONS NOT ACCEPTABLE OR AVAILABLE FOR J1939 IMPLEMENTATION.................................. 38
6.1. NETWORK MANAGEMENT ...............................................................................................................................38
6.2. J1939-73 DIAGNOSTICS ................................................................................................................................38
7.0 FACTORS DETERMINING DATALINK, MESSAGE, AND PARAMETER SUPPORT ................................... 39
7.1. ATD SOFTWARE VERSION .............................................................................................................................39
7.2. PRODUCTION CALIBRATION CONFIGURATION SYSTEM [PCCS] .......................................................................39
7.2.1. ‘Comm Link Type’ .................................................................................................................................39
7.2.1.1. Type ‘J’ [J1587] .............................................................................................................................. 39
7.2.1.2. Type ‘P’ [PWM] .............................................................................................................................. 39
7.2.1.3. Type ‘T’ [TPS] ................................................................................................................................ 39
7.2.1.4. Type ‘A’ [Auto-Detect] .................................................................................................................... 39
7.2.1.5. Type ‘C’ [J1939] ............................................................................................................................. 39
7.2.2. ‘Special Calibration’...............................................................................................................................39
7.2.3. ‘Engine Coolant Temperature Source’..................................................................................................39
7.2.3.1. Type ‘A’ [Auto-Detect] .................................................................................................................... 39
7.2.3.2. Type ‘C’ [CAN / J1939]................................................................................................................... 40
7.2.3.3. Type ‘J’ [J1587] .............................................................................................................................. 40

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 7.2.4. ‘J-1939 Kickdown’ .................................................................................................................................40
7.3. AUTO-DETECTION LOGIC ...............................................................................................................................40
7.3.1. Input Source Type.................................................................................................................................40
8.0 CEC2 BROADCAST PARAMETERS............................................................................................................... 41
8.1. PGN 00000 – TORQUE / SPEED CONTROL #1: TSC1 ....................................................................................41
8.1.1. SPN 695 – Override Control Mode Priority ...........................................................................................41
8.1.2. SPN 696 – Requested Speed Control Conditions ................................................................................41
8.1.3. SPN 897 – Override Control Mode Priority ...........................................................................................42
8.1.4. SPN 898 – Requested Speed / Speed Limit.........................................................................................42
8.1.5. SPN 518 – Requested Torque / Torque Limit.......................................................................................42
8.2. PGN 59904 – REQUEST (PGN) .....................................................................................................................42
8.2.1. Parameter Group Number being requested..........................................................................................43
8.3. PGN 60160 – TRANSPORT PROTOCOL – DATA TRANSFER MESSAGE (TP.DT)................................................43
8.4. PGN 60416 – TRANSPORT PROTOCOL – CONNECTION MANAGEMENT (TP.CM) BAM.....................................43
8.5. PGN 61440 – ELECTRONIC RETARDER CONTROLLER #1: ERC1 ...................................................................44
8.5.1. SPN 520 – Actual Retarder – Percent Torque......................................................................................44
8.5.2. SPN 574 – Shift in Process...................................................................................................................45
8.5.3. SPN 573 – Torque Converter Lockup Engaged ...................................................................................45
8.5.4. SPN 560 – Driveline Engaged ..............................................................................................................45
8.5.5. SPN 191 – Output Shaft Speed ............................................................................................................45
8.5.6. SPN 607 – Progressive Shift Disable ...................................................................................................46
8.5.7. SPN 161 – Input Shaft Speed...............................................................................................................46
8.5.8. SPN 1482 – Source Address Of Controlling Device For Transmission Control ...................................46
8.6. PGN 61445 – ELECTRONIC TRANSMISSION CONTROLLER #2: ETC2 .............................................................46
8.6.1. SPN 524 – Selected Gear.....................................................................................................................47
8.6.2. SPN 526 – Actual Gear Ratio ...............................................................................................................47
8.6.3. SPN 523 – Current gear........................................................................................................................47
8.6.4. SPN 162 – Transmission Requested Range: .......................................................................................48
8.6.5. SPN 163 – Transmission Current Range..............................................................................................48
8.7. PGN 65098 – ELECTRONIC TRANSMISSION CONTROLLER #7: ETC7 .............................................................49
8.7.1. SPN 1849 – Transmission Requested Range Display Flash State......................................................49
8.7.2. SPN 1850 – Transmission Requested Range Display Blank State......................................................50
8.7.3. SPN 1851 – Shift Inhibit Indicator .........................................................................................................50
8.7.4. SPN 2900 – Transmission Engine Crank Enable .................................................................................50
8.7.5. SPN 2536 – Transmission Mode 1 Indicator ........................................................................................51
8.7.6. SPN 2537 – Transmission Mode 2 Indicator ........................................................................................51
8.8. PGN 65226 – ACTIVE DIAGNOSTIC TROUBLE CODES: DM1...........................................................................51
8.9. PGN 65249 – RETARDER CONFIGURATION ....................................................................................................53
8.10. PGN 65272 – TRANSMISSION FLUIDS ............................................................................................................53
8.10.1. SPN 177 – Transmission Sump Oil Temperature.................................................................................53
8.11. PGN 65275 – RETARDER FLUIDS ..................................................................................................................53
9.0 CEC2 PARAMETER RECEPTION ................................................................................................................... 54
9.1. PGN 60160 – TRANSPORT PROTOCOL – DATA TRANSFER MESSAGE (TP.DT)................................................54
9.1.1. Sequence Number ................................................................................................................................54
9.1.2. Packetized Data ....................................................................................................................................54
9.2. PGN 60416 – TRANSPORT PROTOCOL – CONNECTION MANAGEMENT (TP.CM) BAM.....................................54
9.2.1. Control Byte ..........................................................................................................................................54
9.2.2. Total Message Size...............................................................................................................................55
9.2.3. Total Number of Packets.......................................................................................................................55
9.2.4. PGN of Broadcast Message .................................................................................................................55
9.3. PGN 61440 – ELECTRONIC RETARDER CONTROLLER #1: ERC1 ...................................................................55
9.3.1. SPN 520 – Actual Retarder – Percent Torque......................................................................................55
9.4. PGN 61441 – ELECTRONIC BRAKE CONTROLLER #1: EBC1.........................................................................56
9.4.1. SPN 563 – ABS Active..........................................................................................................................56

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 9.5. PGN 61443 – ELECTRONIC ENGINE CONTROLLER #2: EEC2 ........................................................................58
9.5.1. SPN 1437 – Road Speed Limit Status..................................................................................................58
9.5.2. SPN 559 – Accelerator Pedal KickDown Switch ..................................................................................58
9.5.3. SPN 91 – Accelerator Pedal Position ...................................................................................................59
9.5.4. SPN 92 – Percent Load at Current Speed............................................................................................59
9.5.4.1. Full Power Downshifts During Cruise Control or Road Speed Governing..................................... 60
9.5.4.2. Upshifts as Cruise or Road Speed Governor Set Speed is Approached ...................................... 60
9.6. PGN 61444 – ELECTRONIC ENGINE CONTROLLER #1: EEC1 ........................................................................62
9.6.1. SPN 899 – Engine / Retarder Torque Mode .........................................................................................62
9.6.2. spn 513 – actual Engine – Percent Torque...........................................................................................62
9.6.3. SPN 1483 – Source Address of Controlling Device for Engine Control ...............................................63
9.6.4. SPN 2432 – Engine Demand – Percent Torque...................................................................................63
9.7. PGN 65247 – ELECTRONIC ENGINE CONTROLLER #3: EEC3 ........................................................................68
9.8. PGN 65259 – COMPONENT ID.......................................................................................................................68
9.9. PGN 65262 – ENGINE TEMPERATURE ............................................................................................................68
9.10. PGN 65251 – ENGINE CONFIGURATION .........................................................................................................69
9.11. PGN 65265 – CRUISE CONTROL / VEHICLE SPEED: CCVS.............................................................................70
9.11.1. SPN 597 – Brake Switch.......................................................................................................................70
9.11.2. SPN 527 – Cruise Control Status .........................................................................................................70
10.0 PROPRIETARY MESSAGES ......................................................................................................................... 71
10.1. PGN 61184 – PROPRIETARY “A” ..................................................................................................................71
10.1.1. Messages from the Diagnostic Tools to the Transmission ...................................................................71
10.1.2. Messages From the Transmission To the Diagnostic Tools.................................................................71
10.1.3. Discrepancy with SAE Recommended Practice ...................................................................................71
11.0 J1939 HARDWARE ........................................................................................................................................ 72
11.1. BUS LOADING ................................................................................................................................................72
11.2. J1939 CAN INPUT SCHEMATIC ......................................................................................................................72
11.3. BIT TIMING REGISTERS ..................................................................................................................................72
11.4. J1939 BACKBONE LAYOUT OVERVIEW...........................................................................................................72
11.5. J1939 CABLING ............................................................................................................................................74
11.5.1. Shielding ...............................................................................................................................................74
11.5.2. WATCH #233 – Allison Transmission Position On SAE J1939-15.......................................................74
11.5.3. Routing ..................................................................................................................................................74
11.5.4. Cable Suppliers.....................................................................................................................................75
11.6. J1939 CONNECTOR INFORMATION..................................................................................................................75
11.6.1. Connector Suppliers..............................................................................................................................75
11.6.2. Wedge Lock Colors...............................................................................................................................75
11.6.3. Commonly used Part Numbers.............................................................................................................76
11.6.3.1. Receptacles ................................................................................................................................... 76
11.6.3.2. Plugs .............................................................................................................................................. 76
11.6.3.3. Universal 9-Pin Diagnostic ............................................................................................................. 76
12.0 ACRONYMS AND ABBREVIATIONS............................................................................................................ 77
13.0 CHANGE HISTORY ........................................................................................................................................ 78
14.0 APPENDIX A: REQUIRED ENGINE GOVERNOR CHARACTERISTICS FOR SEM AND LRTP............... 79
14.1. FUNDAMENTAL DESIGN PREMISE OF AUTOMATIC TRANSMISSIONS...................................................................79
14.2. OPTIMUM ENGINE GOVERNOR CHARACTERISTICS FOR AUTOMATIC TRANSMISSIONS ........................................79
15.0 APPENDIX B: REQUIRED ENGINE RESPONSE CHARACTERISTICS FOR SEM AND LRTP................ 82
15.1. GENERAL TSC1 TORQUE LIMIT COMMAND RESPONSE ...................................................................................82
15.2. TORQUE RESPONSE DURING SHIFTS IN CRUISE CONTROL OR ROAD SPEED GOVERNING ..................................83
15.2.1. Background: Shifts Without SEM.........................................................................................................83
15.2.1.1. Full Power Downshifts During Cruise Control or Road Speed Governing..................................... 83

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 15.2.1.2. Upshifts as Cruise or Road Speed Governor Set Speed is Approached ...................................... 84
15.2.2. Power downshifts with SEM..................................................................................................................84
15.2.3. UpShifts with SEM ................................................................................................................................84
15.3. TORQUE RESPONSE DURING UPSHIFTS FROM ENGINE’S HIGH SPEED GOVERNOR ............................................85
15.4. LOW SPEED GOVERNOR RESPONSE ...............................................................................................................85
15.5. TORQUE RESPONSE TO THROTTLE TIP-IN .......................................................................................................85

Allison Transmission Datalink Communications – October 2006 Page D-7

 Table of Figures
Figure 1 – J1939 Message Broadcast Overview..............................................................................................16
Figure 2 – J1939 Message Reception Overview..............................................................................................17
Figure 3 – Accelerator Pedal Kickdown Installation .........................................................................................20
Figure 4 – ISO ‘Transmission Failure’ Symbol for ATD ‘Check Trans’ Use .....................................................22
Figure 5 – Information Flow During a ‘Check Trans’ Indication .......................................................................23
Figure 6 – Lamp Controller Reacting to Loss of Heartbeat ..............................................................................24
Figure 7 – Typical J1939-Based Neutral Start Sequence ................................................................................27
Figure 8 – ATD Shift Selector Display Indications Which Can Be Duplicated Via the J1939 Datalink ............29
Figure 9 – Cross Reference of ATD and SAE Range Terminology .................................................................30
Figure 10 – Proposed ISO Symbol to Indicate an Active Range Inhibit...........................................................33
Figure 11 – Auto-Detection of Input Source Types ..........................................................................................40
Figure 12 – ETC1 Parameter Broadcast Support vs. Calibration Level...........................................................44
Figure 13 – ETC2 Parameter Broadcast Support vs. Calibration Level...........................................................46
Figure 14 – ATD Broadcast Values for Selected Gear.....................................................................................47
Figure 15 – ATD Broadcast Values for Current Gear.......................................................................................47
Figure 16 – ATD Broadcast Values for Transmission Requested Range ........................................................48
Figure 17 – ETC7 Parameter Broadcast Support vs. Calibration Level...........................................................49
Figure 18 – Response to ABS Active Parameter States ..................................................................................57
Figure 19 – EEC2 Parameter Source Address Acceptance.............................................................................58
Figure 20 – EEC2 Parameter Reception Support ............................................................................................58
Figure 21 – Percent Load Behavior During CC or RSG Full Power Downshifts..............................................60
Figure 22 – Percent Load Behavior During Upshifts Made Near Cruise or RSG Set Point.............................60
Figure 23 – Percent Load Timing Requirements for Upshifts Made Near Cruise or RSG Set Point ...............61
Figure 24 – Engine / Retarder Torque Mode Support Requirements ..............................................................62
Figure 25 – CCVS Parameter Reception Support............................................................................................70
Figure 26 – CCVS Parameter Source Address Acceptance ............................................................................70
Figure 27 – Cruise Control State Definitions ....................................................................................................70
Figure 28 – CEC2 CAN Input Circuitry Schematic ...........................................................................................72
Figure 29 – J1939 Hardware Layout Overview ................................................................................................73
Figure 30 – Definitions of Governor Types.......................................................................................................80
Figure 31 – Part Throttle Upshift Characteristics .............................................................................................80
Figure 32 – Example of Optimum Governor Using Part Throttle Constant Horsepower Approach.................81
Figure 33 – Acceptable Engine Torque Response to ATD Torque Limit Command .......................................82
Figure 34 – Percent Load Behavior During CC or RSG Full Power Downshifts..............................................83
Figure 35 – Percent Load Behavior During Upshifts Made Near Cruise or RSG Set Point.............................84
Figure 36 – Percent Load Timing Requirements for Upshifts Made Near Cruise or RSG Set Point ...............84

Allison Transmission Datalink Communications – October 2006 Page D-8

1.0 PURPOSE
This document explains the Allison Transmission
Commercial Electronic Controls 2 (CEC2) utilization WARNING!
of the SAE J1939 high-speed communication data
link. The intent is to provide manufacturers of other This document describes the information
modules that utilize the J1939 data link with (1) the being sent by the transmission using the
information necessary to be compatible with the J1939 data link. In addition, for the
CEC2 system, and (2) information to properly utilize information that is being transmitted by other
CEC2 messages. For each message and components on J1939, it describes how that
parameter, the following information is included: information is used by the transmission.

“SAE Excerpt” The Vehicle Builder (OEM) has overall system

responsibility for proper implementation of
„ Parameter and Parameter Group Number (PGN) these messages and appropriate use by other
assignments vehicle components in order to achieve a
„ Message update periods desired vehicle feature.

„ Relevant text taken directly from the related SAE Allison Transmission is not responsible for
J1939 document improper or inappropriate use of the data and
„ Direct quotes are used as much as possible; for information that is sent from the transmission
complete information, it is strongly Electronic Control Unit (ECU).
recommended that the actual SAE document be
read.

“Allison Implementation”
„ Supported Source Addresses
„ How a parameter is enabled; standard, PCCS-
selectable or special calibration
„ How broadcast information is determined, and
its’ intended use
„ Received information requirements, and how the
information is utilized
„ Support versus software and / or calibration
level

“Discrepancy with SAE Recommended Practice”

„ Areas where Allison is not in full compliance with
the SAE J1939 standard
„ These items are identified in the “SAE Excerpt”
sections with an asterisk (*).
„ Potential effects are listed, if any exist
„ Plan for becoming compliant

Other information in this document includes:

„ Minimum system information requirements for
specific vehicle or transmission features
„ Indications of future J1939 message and
parameter support
„ Parameters “Auto-Detected” by CEC2, the
sources checked, and their order of priority.

Allison Transmission Datalink Communications – October 2006 Page D-9

2.0 APPLICABLE DOCUMENTS
In addition to the documents below, readers are strongly urged to review the Allison Transmission CEC2
CONTROLS AND GENERAL INFORMATION Sales Tech Data books concerning the intended utilization and
implementation of the features described in this document. These books detail wiring and other requirements that
may be needed in addition to the J1939 messaging discussed here.

2.1. SOCIETY OF AUTOMOTIVE 2.2. INTERNATIONAL ORGANIZATION

ENGINEERS (SAE) FOR STANDARDIZATION (ISO)
SAE J1939 The following ISO documents are referenced in this
“Recommended Practice for a Serial Control & document:
Communications Vehicle Network”, Published April
2000. ISO 2575
“Road vehicles — Symbols for controls, indicators
SAE J1939-01 and tell-tales”, Sixth Edition, Published 2000-03-15.
“Recommended Practice for a Serial Control &
Communications Network for Truck & Bus
Applications”, Published October 2000.

SAE J1939-11
“Recommended Practice for Physical Layer - 250k
Baud, Shielded Twisted Pair”, Published October
1999.

SAE J1939-15
“Reduced Physical Layer, 250K bits/sec, Un-
Shielded Twisted Pair”, working draft dated January
2000 (Note – This document has never been
published by SAE).

SAE J1939-21
“Recommended Practice for Data Link Layer”,
Published July 1998.

SAE J1939-31
“Recommended Practice for Network Layer”,
Published December 1997.

SAE J1939-71
“Recommended Practice - Applications Layer”,
Published October 1998.

SAE J1939-73
“Application Layer – Diagnostics”, Published October
1998. Note that the 2001 version (soon to be sent to
the publisher by SAE) was also referenced.

Copies are available for purchase from:

SAE World Headquarters
400 Commonwealth Drive
Warrendale, PA 15096-0001 USA
Phone: 1-877-606-7323
Web: www.SAE.org

Allison Transmission Datalink Communications – October 2006 Page D-10

3.0 SYSTEM INTEGRATION APPROACH & RESPONSIBILITIES
3.1. ATD APPROACH AND who are doing change evaluation and to those
EXPECTATIONS who are doing system integration.
„ Provide electronic control and software updates
Effective integration of the various systems using the for development purposes to those who are
datalink is important. In order to support the system doing change evaluation and to those who are
integration process, Allison strives to adhere to the doing system integration.
following principles:
„ Review system validation recommendations and
„ Maintain compliance with the SAE J1939 jointly develop test requirements for verifying
Recommended Practice and its intent. changes.
„ Avoid involvement with implementations that „ Check interactions of electronic features and
violate SAE J1939 and its intent. options for conflicts between the engine, vehicle
„ Avoid modifying Allison requirements in order to and transmission.
compensate for controllers that do not comply „ Provide understanding of datalink content and
with SAE J1939. system response during failure modes.
„ Test all parameters broadcast by the „ Identify configuration control methods.
transmission controller. Test all responses to
parameters received by the transmission
controller.
3.2. FAILURE ANALYSIS
„ Convey clear, detailed integration requirements.
3.2.1. OVERVIEW
„ Strive to make all ATD products ‘transparent’ at
the J1939 interface for OEMs and customers. The system integrator is responsible for the overall
system operation and all vehicle component
„ Inform vehicle builders and other integration interactions. This responsibility includes the analysis
partners of the schedule for development work, of the system failure modes. The system integrator
including cut-off dates. has this responsibility because only the system
„ Include datalink changes with other planned integrator has access to all of the vehicle
changes to Allison software. components and to all of the component
interactions. Typically, the vehicle builder is the
„ Minimize special implementations. system integrator.

Allison engages in activities to improve the Each component manufacturer, including Allison, is
electronic integration process. Allison recommends responsible for providing the system integrator with
that everyone involved with datalink integration an understanding of the component’s datalink
support these same activities, as listed below: content and the component’s system response
during failure modes.
„ Specify primary and backup technical contacts
for communication.
This section is not intended as a substitute for any
„ Share documented J1939 message and system integrator’s own rigorous analysis. This
parameter use. Provide timely updates on section provides the following:
changes that will affect J1939 communication or
„ Basic background for those new to datalink
response.
implementations.
„ Evaluate all changes that will affect J1939
„ Minimum failure modes that every sender and
communication or response.
receiver of datalink information should consider.
„ Coordinate software schedules by sharing vision
and timing of future datalink plans. System failure modes must be considered differently
for network-based inputs and outputs than for
„ Have access to necessary facilities for change
analog or hard-wired inputs and outputs.
evaluation. Facilities include engines,
transmissions, vehicles, and test cells. Use
3.2.1.1. Analog Wire Failure Modes
these facilities to test the changes.
A key difference between analog wires and datalinks
„ Provide support equipment and assistance for is the detection of signal corruption between the
bench, test cell and vehicle operations to those communicating devices.

Allison Transmission Datalink Communications – October 2006 Page D-11

An analog electrical signal generated properly by a If an ATD datalink broadcast parameter is
sender may be corrupted on the way to the receiver used as an input for a vehicle function or
by such problems as electrical noise or shorts to feature, it is the OEM’s responsibility to
ground or power. This corruption may or may not complete a Failure Mode and Effects
affect the value received. Analysis. The OEM must evaluate the
consequences of the failure response when
any or all datalink information expected from
3.2.1.2. CAN Datalink Failure Modes
ATD is not received.
CAN communication links are much more robust, as
wiring integrity cannot change the values being sent.
Wiring faults can only prevent messages from 3.2.3. REQUIREMENTS FOR SENDERS
arriving at their destination. The CAN datalink layer Datalink parameters can cause system failures if
protocol ensures that a message is accepted only -- their content is incorrect. For that reason, all
and exactly -- as the sending node generated the senders on the datalink should broadcast correct
message. CAN chips reject messages affected by data or proper indications of the data state.
electrical noise or wire faults.
3.2.3.1. Support of SAE Data States
If the physical aspects of communication are working The SAE J1939 Recommended Practice typically
properly, the problems that occur in datalink-based defines normal, ‘Not Available’, and ‘Error’ states for
systems typically fall into one of two categories. each parameter as follows:
These categories are:
„ If a parameter in a message being generated is
„ A receiver misinterprets or misuses good not supported, the parameter should indicate
information from the datalink. ‘Not Available’.
„ A sender broadcasts bad information on the „ If a parameter is supported and valid information
datalink. is available, that information should be
broadcast in the parameter.
3.2.2. FAILURE ANALYSIS REQUIREMENTS
FOR RECEIVERS „ If a parameter is supported, but valid information
The CAN system virtually eliminates the possibility of is currently not available, that parameter should
a controller receiving messages corrupted by the indicate ‘Error’.
wiring integrity or environment. Therefore, the Improper support of these states may lead to
receiver can focus on the parameter content within unexpected system operation.
the messages.
3.2.3.2. Differentiate Between ‘Error’ and ‘Not
Failures to receive specific J1939 parameters or Available’
information separate into two categories:
The differentiation between ‘Not Available’ and
„ ‘Error’ or ‘Not Available’ indications in any or ‘Error’ can be significant.
all received parameters.
‘Not available’ indicates that the parameter is not
These situations are more likely an intentional supported. ‘Error’ indicates that the parameter is
choice by the sending controller. The sending supported but not known at the moment. This
controller is aware of a problem in the distinction is important when a device is trying to
determination of the parameter, and chooses not determine if a required parameter is supported, such
to broadcast any potentially misleading value or as during a ‘hand-shaking’ sequence at the end of
indication. an assembly line, or at each power up of the
„ Missing or intermittent J1939 messages. vehicle’s electronics.
These situations are typically unintentional, such 3.2.3.3. Be Careful About Passing Along
as when the receiver can’t obtain information Default Algorithm Values
due to bus overloading, wiring integrity failures
or electrical interference. When a sensor component fails, it is not unusual for
the controller involved to assume a default value
In both of the above situations the receiver does not (and possibly set a DTC) to continue vehicle
obtain the desired information. operation.

WARNING! The default value chosen might be suitable for that

controller’s algorithms, but it may not be suitable for
other controllers on the datalink. Senders should

Allison Transmission Datalink Communications – October 2006 Page D-12

consider the implications of broadcasting these transmission, regardless of whether or not the
assumed default values. In most cases, the default intermittent message is currently being broadcast by
value should not be broadcast over the datalink. the transmission.
Instead, an ‘error’ state should be sent.
Some ATD datalink-based functions that use the
3.2.3.4. Prevent Broadcast of Incorrect Data DM1 message (such as ‘Check Trans’ indication)
This is probably the most difficult failure mode to require a heartbeat, while others simply may benefit
detect: The case where the sender broadcasts from its optional use. Specific heartbeat
incorrect data in a parameter. requirements for a particular function can be found
under VEHICLE FUNCTION REQUIREMENTS.
The sender is in the best position to determine the
integrity of the information that the sender 3.3.1. RECOMMENDED HEARTBEAT
broadcasts over the datalink. The sender is the only MESSAGES
controller certain to have access to all of the inputs Whether an ATD function requires or recommends a
and logic used to generate the sender’s messages heartbeat, ETC1 is preferred:
and parameters.
„ ETC1 is the fastest (10 ms) continuous message
broadcast by ATD. Therefore, receiving devices
The receiver can determine message integrity only
can sense communication failures quickly.
through redundant sensing and calculation. This
redundancy may or may not be possible. „ ETC1 has been enabled in all production CEC2
Redundancy defeats the purpose of having a calibrations since October 2000. Thus, use of
network of shared information. ETC1 as the heartbeat is backward compatible
to October 2000.
In order to avoid incorrect data, the sender must
thoroughly understand its own failure modes. Also, „ Most OEMs utilizing J1939 already receive
the sender must understand the information ETC1 for other purposes. In these situations,
broadcast during those failures. use of ETC1 as the heartbeat requires minimal
additional software logic.
3.3. USING A HEARTBEAT TO A second option for an ATD heartbeat is the ETC2
MONITOR ATD DATALINK message. If an OEM is not receiving ETC1, the
ETC2 option allows the receiving device to monitor a
PRESENCE
slower (100 ms) message.
Engines, instrument clusters and other devices on
the J1939 network may monitor communication 3.3.2. GRACE PERIOD FOR HEARTBEAT
integrity with the transmission for diagnostic FAULT DETECTION AT POWER UP
purposes. This is particularly important when Several factors necessitate a longer communication
devices are receiving and utilizing information that is ‘grace period’ when a vehicle key switch is first
broadcast from the transmission on an intermittent turned on, or an engine is first started:
basis.
„ Controller initialization time: Depending on
their design, different network nodes will ‘come
The intermittent nature means controllers receiving
on line’ at different times after they first receive
data from the transmission cannot tell the difference
voltage.
between normal datalink silence due to lack of DM1
messages, or datalink silence due to a „ Electrical Power Distribution: Physical factors
communication failure. Unless some method of such as node location, wiring length and
checking communication integrity between the variances in electrical relay operation often
receiving controller and the transmission is result in network nodes on a given vehicle
undertaken, situations can occur where transmission receiving power at slightly different times.
information is unknowingly not conveyed to the
driver or vehicle. „ Controller resets during engine cranking:
Network nodes of different manufacturer will
Receiving devices can monitor ATD’s datalink vary in the level of input voltage where their
presence by listening for a ‘heartbeat’ coming from communication links will ‘drop out’, or their
the transmission – a continuously broadcast J1939 controllers will reset completely.
message, present on the datalink whenever the
transmission controller is powered up. Continual, Due to these variables, ATD recommends other
periodic heartbeat reception tells receiving devices network nodes wait approximately 5 seconds after
that communication is occurring properly with the power up before detecting the ‘loss’ of any ATD
heartbeat message. The goal is to wait long enough

Allison Transmission Datalink Communications – October 2006 Page D-13

to avoid false indications of communication loss,
while also avoiding unnecessary delay in detecting NOTE
an actual communication link problem.
Actuating the ‘Check Trans’ indication is NOT an
acceptable means for representing a
In V9C, the first CEC2 J1939 broadcast typically
occurs within 450 – 500 ms of the TCM receiving communication problem. If only the ‘Check
ignition voltage. Trans’ indication is active, service technicians
may assume the problem stems from the
To handle these circumstances, ATD typically does transmission, when in fact it is most likely related
not run any datalink diagnostics until it is clear that to the vehicle network or its wiring.
the engine is running.
3.3.5. RECEIVING CONTROLLER RESPONSES
3.3.3. DETECTING LOSS OF HEARTBEAT IN VARIOUS SITUATIONS
DURING OPERATION
ATD recommends receiving devices indicate a 3.3.5.1. Loss of Heartbeat
communication problem if they fail to receive the If a controller fails to receive a designated heartbeat
designated heartbeat message for a period greater message for a period of time, that controller may
than or equal to 10x the heartbeat message’s SAE- wish to indicate the presence of a ‘vehicle electronic
defined broadcast rate. communication’ failure to the driver. This logic helps
the driver know there is a vehicle system problem
Therefore, when an ETC1 heartbeat is used, loss of that may not allow proper communication with the
its reception for 100ms (10 x 10ms broadcast rate) transmission over the J1939 datalink.
should trigger the ‘communication failure’ indication.
When an ETC2 heartbeat is used, the appropriate It is suggested this indication remain on until either a
period is 1s (10 x 100ms broadcast rate). valid heartbeat message is received, or cycling the
vehicle key switch resets the receiving controller and
3.3.4. CONVEYING THE PRESENCE OF A reception of the heartbeat returns.
COMMUNICATION PROBLEM
If loss of communication with the transmission is 3.3.5.2. Loss of DM1 Message During an Active
detected, it is generally recommended that the driver DM1 Indication
be given an indication. Some ATD functions, such If an OEM controller has been receiving an active
as the ‘Check Trans’ indication, require the driver be indication via DM1, and DM1 reception ceases for at
given an indication as to avoid unknowingly least 5 seconds without an ‘all clear’ indication, it is
operating the vehicle when the transmission cannot suggested that the receiving controller turn off the
properly indicate ‘Check Trans’ conditions. indication and assume the condition is no longer
active as long as the heartbeat is being received.
Physical implementation of any ‘Communication
Failure’ indication is left to the discretion of the This logic helps prevent inappropriately prolonged
vehicle OEM. Acceptable examples include a lamp active DM1-based indications in the event the
or text display with phrasing such as: receiving controller fails to see the ‘all clear’
indication for some reason, such as bus loading.
„ ‘Communication Fault’
„ ‘Vehicle Electrical Fault’
„ ‘Vehicle Electronic Fault’
No specific wording is defined, as ATD realizes
vehicle OEM’s may already have a method to
communicate these types of problems to the driver.
Your ATD Application Engineer must review all
implementations.

Allison Transmission Datalink Communications – October 2006 Page D-14

3.3.5.3. Loss of DM1 Message AND Heartbeat
During an Active DM1 Indication
If an OEM controller has been receiving an active
DM1 indication, and reception of both the heartbeat
and DM1 cease, the receiving controller may
activate a ‘communication failure’ indication and
continue to activate the given DM1 indication until
either:
„ A valid heartbeat message and a valid DM1 ‘all
clear’ message are received, OR
„ A valid heartbeat message is received, and 5
seconds subsequently pass without reception of
the DM1 indication, OR
„ Cycling the vehicle key switch resets the
receiving controller, and the DM1 indication is no
longer present.
This logic keeps the driver aware of an active DM1
indication in the event of complete communication
loss with the transmission after it has begun issuing
a DM1 indication.

3.3.5.4. Initialization or Resets

The receiving controller that actuates the DM1-
based indication may be powered down intentionally
(vehicle key switch turned off) or unintentionally
(intermittent power source) while an active DM1-
based indication is present.

In either case, it is recommended that the receiving

controller default to setting the DM1-based indication
off when it reinitializes. If the transmission indication
is still valid when power returns, the transmission will
resume broadcast of the DM1 message, and the
receiving controller can then again activate the
appropriate indication.

This recommendation stems from situations where

conditions causing the DM1-based indication self-
clear during a key switch cycle. When this occurs,
the transmission does not send an ‘all clear’ DM1
message upon power up. If a receiving controller
were to resume a DM1-based indication that was
active prior to its’ reset, it would have to rely on the
time out logic as described in the previous section to
turn the DM1-based indication off.

Allison Transmission Datalink Communications – October 2006 Page D-15

4.0 CEC2 J1939 MESSAGE AND PARAMETER OVERVIEW
The following two tables are intended to give the reader a one-page synopsis of current CEC2 J1939 capabilities. Details on individual message and
parameter support as well as implementation guidelines are listed in the document text that follows. Parameters are color-keyed as follows:

Source J03
Message Sent PGN Byte Bits Parameters SENT
Address (Jan‘03)
TSC1 03 00000 All All (See document text for details) ON -
PGN Request 03 59904 1-3 - PGN of requested message - -
1 6,5 Retarder enable brake assist switch - -
4-1 Engine / retarder torque mode - -
ERC1 16 61440 2 - Actual retarder – percent torque - -
4 2,1 Engine coolant load increase - -
5 - SA of controlling device for retarder control - -
6,5 Shift in progress ON -
1 4,3 Torque converter lock up engaged ON -
2,1 Driveline engaged ON -
ETC1 03 61442 2,3 - Output shaft speed ON -
5 4,3 Progressive shift disable ON -
6,7 - Input shaft speed - -
8 - SA of controlling device for transmission control ON -
1 - Selected gear (ATD range commanded) ON -
2,3 - Actual gear ratio ON -
ETC2 03 61445 4 - Current gear (ATD range attained) ON -
5,6 - Trans. Requested range (ATD range selected) ON -
7,8 - Trans. Current range (ATD range attained) ON -
1 8,7 Trans. Requested Range Display Flash State ON -
6,5 Trans. Requested Range Display Blank State ON -
ETC7 03 65098 2 8,7 Shift Inhibit Indicator ON -
6,5 Transmission Engine Crank Enable s ON -
3 8,7 Transmission Mode 1 Indicator - -
6,5 Transmission Mode 2 Indicator - -
Transmission Configuration #2 03 65099 1,2 - Transmission Torque Limit s - -
1 4,3 Amber Warning Lamp Status - -
DM1 03 or 16 65226 Varies Varies Suspect Parameter Number - -
Varies Varies Failure Mode Identifier - -
1 8-5 Retarder Location - -
Retarder 16 65249 4-1 Retarder Type - -
Configuration 2 - Retarder Control Method - -
17,18 - Reference Retarder Torque - -
Transmission Fluids 03 65272 5,6 - Transmission oil temperature ON -
Retarder Fluids 16 65275 2 - Hydraulic retarder oil temperature - -

Figure 1 – J1939 Message Broadcast Overview

Allison Transmission Datalink Communications – October 2006 Page D-16

 From J03
Message Received PGN Byte Bits Parameters RECEIVED u
SA… (Jan‘03)
ERC1 See column Æ 61440 2 - Actual retarder – percent torque - -
EBC1 11 61441 1 6,5 ABS active YES -
1 4-1 Engine/retarder torque mode YES -
EEC1 00 61444 3 - Actual Engine – Percent Torque - -
6 - SA of controlling device for engine control - -
8 - Engine demand – percent torque s - -
1 6,,5 Road Speed Limit Status YES -
EEC2 00 61443 4,3 AP kickdown switch -F-- ---
2 - Accelerator pedal (AP) position YES -
3 - Percent load at current speed YES -
EEC3 00 65247 1 - Nominal Friction – Percent Torque - -
20,21 - Reference engine torque - -
Engine Configuration 00 65251 31,32 - Engine Inertia s - -
33,34 - Default Engine Torque Limit for Transmission - -
Component ID 00 65259 1-5 - Make - -
Varies - Model - -
Engine Temperature 00 65262 1 - Engine coolant temperature Yes -
4 6,5 Brake switch - -
CC/VS SA 00 or 17 65265 7 8-6 Cruise control state YES -
5-1 PTO state - -
TSC1 to retarder See column Æ 00000 All All (See document text for details) - -

Figure 2 – J1939 Message Reception Overview

Allison Transmission Datalink Communications – October 2006 Page D-17

5.0 VEHICLE FUNCTION
5.1.2. OTHER REQUIREMENTS /
REQUIREMENTS RESTRICTIONS
Per SAE, the above accelerator pedal parameters
This section lists requirements necessary to support should reflect the actual, physical position of the
certain vehicle functions or features via the J1939 accelerator pedal. If an engine or other controller
datalink. The names of specific datalink messages modifies the pedal input with algorithms beyond
or parameters are shown in Italics; detailed normal A/D filtering, these modifications should be
descriptions of these J1939 parameters are listed reflected in other parameters where appropriate,
further in this document. such as J1939 Driver’s Demand – Percent Torque or
Engine Demand – Percent Torque.
Some of these functions may be accomplished by
different methods of connection. For J1587
5.2. ACCELERATOR PEDAL –
information, please refer to the appropriate section
of the ALLISON TRANSMISSION DATALINK REMOTE
COMMUNICATIONS Sales Tech Data book. Where
In applications with more than one accelerator pedal
analog or hard-wired inputs are listed as an option,
installed -- such as with two driving stations -- it is
please refer to the Allison Transmission OFF-
critical that the CEC2 controller receives information
HIGHWAY CONTROLS AND GENERAL
from the pedal actively controlling vehicle
INFORMATION Sales Tech Data package for further
movement.
information and wiring diagrams.
5.2.1. PARAMETER REQUIREMENTS
5.1. ACCELERATOR PEDAL
The vehicle configuration must be such that
All installations require at least one source of switching of the throttle source occurs upstream of
Accelerator Pedal Position. Acceptable sources are: the single point of input into the ATD control system.
„ Analog TPS sensor or dual pot pedal assembly, For example, if a CEC2 controller has been
„ PWM signal input, configured to receive (or has auto-detected) throttle
„ J1587 Percent Accelerator Pedal Position on the J1939 datalink, and an engine ECU receives
parameter (PID 91), or two throttle pedal inputs, then the engine ECU must
reflect the state of the active throttle pedal in the
„ J1939 Accelerator Pedal (AP) Position
same Accelerator Pedal (AP) Position parameter.
parameter.
This section only discusses requirements associated The only exception to the above requirement is if the
with the J1939 implementation. Refer to the OFF- secondary throttle control is implemented via the
HIGHWAY CONTROLS AND GENERAL engine’s PTO governor controls, and the PTO State
INFORMATION for information on analog parameter is supported. Refer to the requirements
implementations, and refer to DATALINK under ‘CRUISE CONTROL’ VIA ENGINE PTO
COMMUNICATIONS SECTION A: WT J1587 GOVERNOR for more information.
DATALINK COMMUNICATION for J1587
implementations.

5.1.1. PARAMETER REQUIREMENTS

If the J1939 datalink is used as the accelerator pedal
source, then support of EEC2 Accelerator Pedal
(AP) Position is required.

In J03 software, multiplexing allows reception of

EEC2 Accelerator Pedal (AP) Position from SA33
(Body Controller) as well. See FACTORS
DETERMINING DATALINK, MESSAGE AND
PARAMETER SUPPORT for further information on
multiplexing.

Allison Transmission Datalink Communications – October 2006 Page D-18

5.3. ACCELERATOR PEDAL
KICKDOWN The throttle pedal must be equipped with a detent
indicating when full-throttle is achieved using the
The Kickdown function is not available in CEC2 Economy shift points. When the operator "steps
production calibrations. Special calibrations with through" this detent, the function is activated and
kickdown are available with Off-Highway Application Performance shift points are achieved.
Engineering approval.
Many engine controllers set Accelerator Pedal
When the kickdown input is activated, this function Kickdown Switch based solely on pedal position
enables Performance shift points at full throttle when information from their throttle pedal sensor. For
running in Economy mode. example, an engine might set “Kickdown active”
when throttle position is at 95% or higher.
If this function is desired, at least one input source is
required – either analog input function AH or the An implementation with no physical detent or “break-
Accelerator Pedal Kickdown Switch parameter as over” point in the throttle travel to indicate to the
described below. driver that the throttle pedal is in the active kickdown
zone does not provide an acceptable kickdown
5.3.1. AVAILABILITY VIA DATALINK signal. Without sensory feedback, drivers may well
operate a vehicle continuously with the transmission
CEC2 is capable of supporting kickdown via the
in kickdown mode, resulting in poor fuel economy.
J1939 datalink in J03 software.
The figure below illustrates one possible
implementation to provide this driver feedback in
Due to the necessary coordination between
addition to the proper signal to the engine controller.
accelerator pedal position and driver feedback, this
Note that the throttle position sensor may be used
parameter is turned off in standard ATD calibrations.
instead of the switch, as long as its kickdown point is
properly synchronized with the throttle pedal detent
5.3.2. PARAMETER REQUIREMENTS
or “break-over” point.
Support of EEC2 Accelerator Pedal Kickdown
Switch is required for J1939 implementations of the 5.3.4. NORMAL OPERATION
kickdown function.
Shift points are altered only when the Kickdown
active state (012) is received.
In J03 and earlier software, this parameter is only
received from SA00 (Engine #1). See FACTORS
DETERMINING DATALINK, MESSAGE AND 5.3.5. FAILURE MODES AND RESPONSES
PARAMETER SUPPORT for further information. In the event EEC2 Accelerator Pedal Kickdown
Switch reception is lost or indicates ‘Error” or ‘Not
5.3.3. DRIVER INTERFACE REQUIREMENTS available’, the transmission defaults back to
Economy mode after a timeout period expires.
An acceptable mechanization is required for the
engine controller to determine when to indicate a
“kickdown active” state.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-19

 Figure 3 – Accelerator Pedal Kickdown Installation

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-20

5.4. ANTI-LOCK BRAKES [ABS] Active signal is received, or the ignition switch is
cycled.
If ABS is incorporated in an installation, the
transmission must receive an “ABS active” input 5.5. ‘CHECK TRANS’ INDICATION
either wired discretely through analog input function
Y, or via the J1939 datalink. All CEC2 installations require a 'Check Trans' lamp
that has been driven from an ECU output in the past.
5.4.1. PARAMETER REQUIREMENTS
If a vehicle OEM chooses to meet this requirement Today, CEC2 has the ability to send a J1939
via the J1939 datalink, then EBC1 ABS Active must indication at the same time the traditional hard-wired
be supported. ‘Check Trans’ output is activated. This allows
vehicle OEMs to implement the required ‘Check
ATD uses ABS Active as a trigger to respond to ABS Trans’ indication solely via the J1939 datalink if they
events, as this method is not excluded by SAE choose.
recommended practice. However, ATD realizes that
many other manufacturer’s retarders (driveline, The hard-wired implementation is discussed in
exhaust or engine) directly receive and react to Allison Sales Tech Data SECTION C: VEHICLE
TSC1 messages from ABS controllers during wheel- ELECTRICAL SYSTEM INTERFACE.
slip. Currently the CEC2 cannot support this
implementation. 5.5.1. AVAILABILITY VIA DATALINK
Ability to activate the ‘Check Trans’ indication via
5.4.2. NORMAL OPERATION J1939 is available with J03 and newer software.
When ABS Active state 012 is received, the
transmission will: 5.5.2. PARAMETER REQUIREMENTS
If the J1939 datalink is used to convey a Check
„ Drop torque converter lockup.
Trans’ condition to the driver, support of the
Disconnecting the engine from the driveline following parameters is required:
helps prevent engine stall, thereby helping the
 DM1 Suspect Parameter Number,
driver maintain vehicle control, and also reduces
potential wheel skid caused by braking effects of  DM1 Amber Warning Lamp Status, and
the base engine.  DM1 Failure Mode Identifier
„ Inhibit upshifts except during hold override. This The specific values in these three parameters are
minimizes torque disturbances in the driveline. directly tied to the J1939 activation of a ‘Check
Trans’ indication.
„ Drop retarder operation (where applicable). This
reduces wheel skid that could be caused by
Other SPN, Amber Warning Lamp Status and FMI
output retarder braking, and allows the service
combinations may define other ATD indications or
brake system to provide more balanced braking.
fault conditions. Users should not assume that any
other combinations of SPN, Amber Warning Lamp
5.4.3. FAILURE MODES AND RESPONSES Status, and FMI values from SA16 are indicative of a
‘Check Trans’ indication.
WARNING!
Due to intermittent DM1 broadcasts during normal
If the transmission fails to receive ABS Active operation, controllers that activate the ‘Check Trans’
state 012 during ABS events, the engine may indication must also monitor a ‘heartbeat’ message
stall. broadcast from the transmission in order to detect
and respond to certain failure modes. Use of the
heartbeat is discussed under ‘Failure Modes and
Failure for ATD to receive ABS Active may be the Lamp Controller Responses’.
result of – but not limited to – bus loading, wiring
integrity failures, electrical noise, or improper 5.5.3. DRIVER INTERFACE REQUIREMENTS
implementation of the function. Vehicle OEMs
should consider these types of failures during their 5.5.3.1. ‘Check Trans’ Indication
design process. A customer-supplied ‘Check Trans’ indication is
In the event EBC1 ABS Active reception is lost, the required in all CEC2 installations, and must meet the
transmission remains in the state dictated by the last following requirements:
valid ABS Active value received. The CEC2 ABS
response will be updated when the next valid ABS

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-21

„ The indication must be easily viewable by the be given an indication. The intent is to avoid
operator. unknowingly operating the vehicle when the
transmission cannot properly indicate ‘Check Trans’
„ The indication must be clearly visible under all of
conditions.
the vehicle’s lighting conditions, both daytime
and nighttime.
Physical implementation of this ‘Communication
„ If the vehicle is equipped with two shifters, the Failure’ indication is left to the discretion of the
indication must be visible from both operator vehicle OEM. Acceptable examples include a lamp
locations, or two indications must be installed in or text display with phrasing such as ‘Vehicle
parallel. Electrical Fault’ or ‘Vehicle Electronic Fault’. No
specific wording is defined, as ATD realizes vehicle
„ Yellow or amber color is strongly recommended OEM’s may already have a method to communicate
for the indication; no ATD ‘Check Trans’ these types of problems to the driver. Your ATD
conditions require use of a red color with respect Application Engineer must review all
to SAE or ISO interpretations. implementations.
5.5.3.1.1. ‘Check Trans’ Lamp with Text Actuating the ‘Check Trans’ indication is NOT an
This light must read ‘CHECK TRANS’. Other acceptable means for representing a communication
wording may be acceptable upon review of an problem. If only the ‘Check Trans’ indication is
appropriately qualified Application Engineer. active, service technicians may assume the problem
stems from the transmission, when in fact it is most
5.5.3.1.2. ‘Check Trans’ Icon likely related to the vehicle network or its wiring.
The following ISO icon or equivalent is also
acceptable: 5.5.3.3. Bulb Checks
The controller that physically actuates the ‘Check
Trans’ and ‘Communication Failure’ indications is
responsible for performing bulb checks or
functionality checks on these indicators at the
beginning of each ignition (key switch) cycle.

While ATD recommends the lamps or indicators

remain on for 2 seconds during the check, this is not
a requirement, and a slightly longer or shorter time
period may be used.
Figure 4 – ISO ‘Transmission Failure’
Symbol for ATD ‘Check Trans’ Use 5.5.4. NORMAL OPERATION
Per ISO 2575, this icon represents a ‘transmission DM1 messages are only broadcast while faults are
failure’. The preferred color of yellow or amber is active; a single ‘all clear’ DM1 message is sent once
consistent with ISO symbol color convention. to indicate when a given fault has gone inactive.

5.5.3.1.3. Other ‘Check Trans’ Indications 5.5.4.1. Activating a ‘Check Trans’ Indication
ATD realizes some vehicle OEMs wish to move If the lamp controller is receiving the heartbeat
away from unique warning lamp(s) for individual message, and then receives a DM1 message from
vehicle functions or components. To free up SA03 (Transmission #1) with the following content:
instrument panel real estate, for example, an OEM „ Suspect Parameter Number = 2003 (General
may want to use a driver text display alone or in Transmission Fault) AND
conjunction with more ‘general’ warning lamps.
„ Amber Warning Lamp Status = 012 (On) AND
While a dedicated ‘Check Trans’ lamp or icon are
„ Failure Mode Indicator = 31, or any other value
the only indications currently accepted by ATD,
please contact your Allison Application Engineer to …then the ‘Check Trans’ indication shall be
discuss acceptability of other potential indications in illuminated. See DM1 under CEC2 BROADCAST
the future. PARAMETERS for sample data strings.

5.5.3.2. ‘Communication Failure’ Indication 5.5.4.2. Deactivating a ‘Check Trans’ Indication

If the lamp controller detects loss of communication If the lamp controller has been receiving an active
with the transmission (see ‘Failure Modes and Lamp ’Check Trans’ indication as defined above, and
Controller Responses’), it is required that the driver subsequently receives a DM1 from SA03 where:

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-22

 Suspect Parameter Number 2003 no longer A method of checking the communication link
appears, OR integrity between the lamp controller and the
transmission is necessary; otherwise, a situation
 ‘All clear’ is indicated, where Suspect Parameter
could occur where critical diagnostics are not
Number = 0 AND Amber Warning Lamp Status
conveyed to the driver.
= 002 (Off)
…then the lamp controller can assume the ‘Check For ATD transmissions, the receiving device can
Trans’ indication is no longer active, and the monitor datalink integrity by listening for a ‘heartbeat’
indication shall be turned off. See DM1 under CEC2 coming from the transmission – a continuously
BROADCAST PARAMETERS for sample data broadcast J1939 message which should be present
strings. on the datalink whenever the transmission controller
is powered up. Continual, periodic heartbeat
reception tells the receiving controller that
communication is occurring properly with the
Allison transmission.
ECU
Per section 3.3, ETC1 is recommended for use as a
ETC1 'Heartbeat' message and
J1939 heartbeat.
Vehicle
active DM1 'Check Trans' indication Network
from SA 03 5.5.5.2. Response to Loss of Heartbeat
If the vehicle’s lamp controller fails to receive the
designated heartbeat message for a period greater
than or equal to 10x the heartbeat message’s SAE-
OEM
defined broadcast rate, the lamp controller is
Controller
required to indicate the presence of a ‘vehicle
electronic communication’ failure to the driver.

For example, if ETC1 is used as the heartbeat, loss

of ETC1 reception for 100ms (10 x 10ms SAE-
Check
Trans
OR defined broadcast rate) should trigger the
‘communication failure’ indication.

This indication shall remain on until either a valid

heartbeat message is received, OR cycling the
vehicle key switch resets the lamp controller.
Figure 5 – Information Flow During a ‘Check
Trans’ Indication This logic is intended to let the driver know there is a
vehicle system problem that may not allow ‘Check
Trans’ indications to be communicated properly.
5.5.5. FAILURE MODES AND LAMP
CONTROLLER RESPONSES 5.5.5.3. Response to Loss of DM1 Message
Fault logging, diagnostics and troubleshooting During Active ‘Check Trans’ indication
related to the loss of DM1 message or heartbeat If the lamp controller has been receiving an active
reception are the responsibility of the controller ‘Check Trans’ indication via DM1, and DM1
monitoring the parameter(s) and the vehicle OEM. reception ceases for at least 5 seconds without an
‘all clear’ indication, then the lamp controller shall
The following are minimum failure mode responses turn off the ‘Check Trans’ indication and assume no
by the device controlling the ‘Check Trans’ indication transmission faults are active, as long as the
via J1939 information. These requirements help heartbeat is still being received.
ensure that proper driver awareness is maintained.
This logic is intended to prevent an inappropriately
5.5.5.1. Use of a Heartbeat Message prolonged active ‘Check Trans’ indication in the
The intermittent nature of DM1 messages means event the lamp controller fails to see the ‘all clear’
that controllers receiving data from the transmission indication for some reason, such as bus loading.
cannot tell the difference between normal datalink
silence due to lack of faults, or datalink silence due 5.5.5.4. Response to Loss of DM1 Message
to a communication failure. AND Heartbeat During Active ‘Check
Trans’ Indication

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-23

If the lamp controller has been receiving an active the DM1 message, and the lamp controller can then
‘Check Trans’ indication via DM1, and reception of again activate the ‘Check Trans’ indication.
both the heartbeat and DM1 cease, the lamp
controller shall turn on the ‘communication failure’ This recommendation is based on the fact that some
indication and continue to activate the ‘Check Trans’ ATD ‘Check Trans’ situations will self-clear during a
indication until either: power cycle. When this occurs, the transmission
does not send an ‘all clear’ DM1 message upon
„ A valid heartbeat message and a valid DM1 ‘all
power up. If a lamp controller were to resume a
clear’ message are received, OR
‘Check Trans’ indication that was active prior to the
„ A valid heartbeat message is received, and 5 key switch or power cycle, it would have to rely on
seconds subsequently pass without reception of the time out logic as described in section 5.14.5.3 to
a DM1 message, OR turn the ‘Check Trans’ indication off.
„ Cycling the vehicle key switch resets the lamp
5.5.6. J1939 ‘CHECK TRANS’ INSTALLATION
controller, and the ‘Check Trans’ situation is no
CHECKLIST
longer present.
ATD Application Engineering will review new J1939-
This logic is intended to maintain driver awareness based ‘Check Trans’ implementations for the
of an active ‘Check Trans’ indication in the event of following minimum functionality. While vehicle
complete communication loss after the transmission OEMs may use this list to help evaluate their
has begun to indicate a problem. implementation during development, it is not a
substitute for the requirements described previously.

An acceptable implementation will answer ‘yes’ to all

Allison questions in the following test sequences:
ECU
5.5.6.1. Bulb Check
J1939
Vehicle 1. Turn the vehicle key switch on.
ETC1 'Heartbeat' message Network

from SA 03 ‰ Is a bulb check performed on the ‘Check

Trans’ indication at power up?

OEM 5.5.6.2. Normal Operation

Controller 1. Clear any ATD fault codes and start the engine.
2. Disconnect the shift selector to create a CEC2
‘Check Trans’ situation. If necessary, verify the
fault using an ATD tool such as Read / Write.
ATD
‰ Is the ‘Check Trans’ indication actuated?
OR
Comm
Approved
Failure 3. Reconnect the shift selector.
Equivalent
‰ Is the ‘Check Trans’ indication turned off
when the fault clears?

5.5.6.3. Loss of Heartbeat

Figure 6 – Lamp Controller Reacting to Loss
of Heartbeat 1. Clear any ATD fault codes, and begin this
sequence with the vehicle key switch on and the
5.5.5.5. Initialization or Response to Resets engine not running.
The J1939 controller that actuates the ‘Check Trans’ 2. Remove the heartbeat by unplugging the ‘S’
indication may be powered down intentionally (black) connector from the CEC2 ECU.
(vehicle key switch turned off) or unintentionally
(intermittent power source) while an active ‘Check ‰ Is a ‘Communication Failure’ indicated due
Trans’ indication is present. In any case, it is to the loss of the heartbeat?
recommended that the lamp controller default to ‰ Is the ‘Communication Failure’ indicated
‘Check Trans’ indication off when it reinitializes -- If only by method(s) other than the ‘Check
the transmission problem is still present when power Trans’ indication?
returns, the transmission will resume broadcast of
3. Reconnect the ‘S’ connector to the CEC2 ECU.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-24

 ‰ Is the ‘Communication Failure’ indication 5.6.1. PARAMETER REQUIREMENTS
turned off when the transmission controller If accelerator pedal information is provided from the
is reconnected to the J1939 datalink? J1939 datalink, then EEC2 Percent Load at Current
Speed along with at least one of either CCVS Cruise
5.5.6.4. Loss of DM1 Message AND Heartbeat Control Status or EEC1 Engine / Retarder Torque
During Active ‘Check Trans’ Indication Mode (specifically state 00102) are required.
1. Clear any ATD fault codes and start the engine.
In J03 and earlier software, these parameters are
2. Disconnect the shift selector to create a ‘Check only received from SA00 (Engine #1). See
Trans’ indication. FACTORS DETERMINING DATALINK, MESSAGE
AND PARAMETER SUPPORT for further
3. Remove the heartbeat by unplugging the ‘S’ information.
(black) connector from the CEC2 ECU.
‰ Does the ‘Communication Failure’ indication 5.6.2. OTHER REQUIREMENTS /
activate in addition to the already active RESTRICTIONS
‘Check Trans’ indication? ATD has specific parameter behavior requirements
4. Reconnect the ‘S’ connector to the CEC2 ECU. that must be met to avoid shift cycling. Please see
the parameter definition for EEC2 Percent Load at
‰ Does the ‘Check Trans’ indication remain Current Speed for further information.
active while the ‘Communication Failure’
indication clears?
5.6.3. NORMAL OPERATION
5.5.6.5. ‘Check Trans’ Situation Self-Clears During cruise control operation, throttle pedal
During Key Switch Cycle position is no longer representative of the driver
1. Clear any ATD fault codes and start the engine. input or load on the engine. A load-based
parameter is substituted for throttle in this case, and
2. Disconnect the shift selector to create a ‘Check Cruise Control Status and Engine / Retarder Torque
Trans’ indication. Mode are used to determine if the engine is
3. Turn the vehicle key switch off and stop the operating on a cruise governor.
engine. Reconnect the shift selector, eliminating
the source of the ‘Check Trans’ situation. 5.6.4. FAILURE MODES AND RESPONSES

4. Start the engine. WARNING!

‰ When the bulb check is completed and the If either Cruise Control Status is not received
engine starts, does the ‘Check Trans’ in during cruise control operation, clutch
indication go off shortly afterwards? control will be incorrectly based on throttle
position, and lead to premature transmission
5.5.6.6. ‘Check Trans’ Situation Remains After wear and / or damage.
Key Switch Cycle
1. Clear any ATD fault codes and start the engine. Failure for ATD to receive the cruise control
information may be the result of – but not limited to –
2. Disconnect the shift selector to create a ‘Check bus loading, wiring integrity failures, electrical noise,
Trans’ indication. or improper implementation of the function. Vehicle
3. Turn the key switch off and stop the engine. OEMs should consider these types of failures during
their design process.
4. Wait 30 seconds before restarting the engine.
‰ Does the ‘Check Trans’ indication reactivate 5.7. LOWER RANGE TORQUE
shortly after the engine starts? PROTECTION [LRTP]
Lower Range Torque Protection (LRTP) use TSC1
5.6. CRUISE CONTROL torque limits or commands to reduce engine torque
when transmission input power, input torque, or
This section only discusses J1939 implementations. converter torque output exceeds ATD-defined limits.
Refer to DATALINK COMMUNICATIONS SECTION These limits typically occur during torque converter
A: WT J1587 DATALINK COMMUNICATION for the mode or operation in specific lower gears, where
J1587 implementation. stall or drivetrain torque may reach levels higher
than the gearbox capacity.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-25

 approved and validated by Allison Off-Highway
LRTP cannot be utilized without the J1939 datalink; Application Engineering.
there is no equivalent hard-wire or J1587
implementation of this feature. 5.8.1. AVAILABILITY VIA DATALINK
The ability to implement the Neutral Start function
5.7.1. AVAILABILITY VIA DATALINK via J1939 is available in J03 software.
LRTP is available in special J03 high-horsepower
calibrations. The TCM will only activate LRTP when 5.8.2. PARAMETER REQUIREMENTS
connected with a compatible electronic engine and If a vehicle OEM implements Neutral Start via the
control system as previously validated by Allison J1939 datalink, it is required that ETC7
Application Engineering. Transmission Engine Crank Enable be utilized.

5.7.2. PARAMETER REQUIREMENTS

In order to be LRTP compatible, an engine must first WARNING!
be SEM compatible and meet all requirements as
stated under SHIFT ENERGY MANAGEMENT. J1939 Neutral Start implementations that do not
utilize ETC7 Transmission Engine Crank Enable
are not acceptable.
If the vehicle is so equipped or calibrated, all
applicable requirements for the following vehicle
features must be met as described in their For the following reasons, use of combinations of
appropriate sections in this document: ETC2 parameters Selected Gear, Current Gear and
„ Cruise Control Transmission Requested Range are not permitted
for the function:
„ Road Speed Limiting
„ Any multi-parameter implementation relies on
the vehicle OEM for proper interpretation, where
5.7.3. OTHER REQUIREMENTS /
as the wire 123 output and dedicated
RESTRICTIONS
Transmission Engine Crank Enable parameter
The following engine and vehicle requirements apply are simple yes-no indications.
to all CEC2 LRTP applications:
„ The ATD implementation of ETC2 Transmission
„ The engine must meet the governor Requested Range was developed and validated
characteristics as stated in Appendix A, and the for use only by vehicle displays. As such, failure
response requirements in Appendix B. modes for this parameter were developed for
„ The vehicle may not be equipped with other display systems. These failure modes may not
engine torque-modifying (via TSC1 messages) be acceptable for vehicle control situations.
devices on the J1939 datalink, such as headway „ Future changes to the logic behind the three
controllers or adaptive cruise control. Traction parameters (particularly those originally intended
control (i.e. ATC or ASR) is acceptable. for display) might unintentionally change the
 LRTP is currently not compatible with nor neutral start functionality. A dedicated neutral
acceptable for use with natural gas engines. start parameter prevents this, and allows for
future changes behind its logic without forcing
any change for the vehicle OEMs’ software.

5.7.4. NORMAL OPERATION – TRANSMISSION ETC7 Transmission Engine Crank Enable should
not be used for interfacing with auxiliary vehicle
systems that require neutral indication. ETC2
During vehicle operation, LRTP controls engine
parameters Selected Gear and Current Gear are
torque when transmission input power, input torque
available for fulfilling this need.
or torque converter output limits are exceeded.
5.8. NEUTRAL START
Traditionally, output wire 123 is the only acceptable
method to implement a neutral start function with
Allison transmissions. See Allison Sales Tech Data
SECTION C: VEHICLE ELECTRICAL SYSTEM
INTERFACE for details on this implementation.

ATD now supports a J1939 parameter that allows

OEMs to eliminate wire 123 from installations when

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-26

5.8.3. DRIVER INTERFACE REQUIREMENTS When input voltage drops below 7.5 volts, J1939
communication ceases until the TCM receives
5.8.3.1. ‘Communication Failure’ Indication sufficient voltage and subsequently reinitializes.
If the controller that enables engine cranking detects There is no special circuitry that can keep the J1939
loss of communication with the transmission (see broadcast active during TCM resets.
‘Failure Modes and Controller Responses’), it is
required to inform the driver. The intent is to avoid In J1939 implementations, the controller actuating
situations where the engine fails to crank and the the engine starter is required to ‘latch’ the state of
driver has no indication of a vehicle problem. Transmission Engine Crank Enable after cranking
has initiated, and retain it as long as the key switch
Actuating the ‘Check Trans’ indication is NOT an remains in the crank position for the given instance
acceptable means for representing a communication of cranking. The vehicle OEM is responsible for
problem. If the ‘Check Trans’ indication is active, proper operation of the entire cranking circuit.
service technicians may assume the problem stems
from the transmission, when in fact, it is most likely 5.8.4.3. Typical Cranking Sequence
related to the vehicle network or its wiring. The figure below illustrates what can be a typical
engine cranking and starting sequence between the
5.8.4. NORMAL OPERATION vehicle key switch, transmission TCM, and the
controller actuating the engine starter:
5.8.4.1. Timing
When using a J1939-based neutral start function,
there is an inherently longer delay from the time Shift D
when the key switch moves from the ‘off’ to ‘crank’ Selector
Position N
position to the activation of the TCM neutral start
indication. The additional delay is the amount of Crank
Vehicle
time it takes the TCM to begin broadcasting on
Key
J1939 once it receives an ignition voltage signal. Switch
Run Run
Position Off
The first ETC7 broadcast typically occurs 450 – 500
ms after the TCM receives ignition voltage. Trans. 012
Engine
002
5.8.4.2. Voltage and Latching Requirements Crank
Enable None
While the wire 123 and J1939 neutral start
implementations provide similar behavior from the Running
Engine
driver’s perspective, their responses to voltage &
drops during cranking differ. Cranking
Starter
Status Off
Wire 123 Implementation
Wire 123 provides a signal to energize the neutral
start relay. Allison is responsible for keeping the
SEQUENCE 1 2 3 4 5 6 7
wire 123 output ‘latched’ as long as possible during Typically 450 - 500 ms
the cranking process, and has special TCM circuitry
= TCM begins J1939 broadcast.
in place to do so. Wire 123 will not drop out unless
the TCM input voltage drops below 4.5 volts. = TCM J1939 broadcast ceases.

Vehicle OEMs are responsible for ensuring that the Figure 7 – Typical J1939-Based Neutral Start
relay voltage doesn’t drop out during the cranking Sequence
process. If either voltage drops out, the starting
circuit will cycle between being enabled and
disabled. 1. The operator turns on the vehicle key switch.
The TCM is not yet broadcasting on J1939.
J1939 Implementation 2. Within 450 – 500 ms the TCM initializes and
As long as TCM voltage is above 7.5 volts, begins J1939 broadcasts. Transmission Engine
Transmission Engine Crank Enable directly follows Crank Enable indicates cranking is allowed (012)
the state of the wire 123 output. When wire 123 is from the first ETC7 message broadcast.
energized, Transmission Engine Crank Enable will
indicate (via state 012) that cranking the engine is 3. The operator turns the key switch to the 'Crank'
allowed. position. The controller receiving Transmission
Engine Crank Enable allows the starter to begin

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-27

 cranking the engine. At the onset of cranking, Transmission Engine Crank Enable reflects either
this receiving controller latches onto the ‘cranking allowed’ or ‘no cranking allowed’.
Transmission Engine Crank Enable state, and
retains it as long as the key switch remains in In either case, it is required that the starter controller
the crank position. assume that cranking is not allowed when it
reinitializes. The starter controller should only allow
4. During cranking, TCM voltage drops below 7.5
the starter to engage when a positive indication of
volts, and TCM J1939 broadcast ceases.
Transmission Engine Crank Enable is received.
However, the controller actuating the starter
allows cranking to continue, based on the
5.8.5.4. TCM Broadcasts ‘Error’
'latched' Transmission Engine Crank Enable
value from the beginning of this cranking cycle. The TCM does not support the ‘Error’ state for
Transmission Engine Crank Enable. If the TCM
5. The operator releases the key switch, which cannot determine the proper broadcast value, it will
returns to the 'Run' position. Engine cranking indicate 002, or cranking not allowed. This ensures
ceases; the engine has started. The controller against any improper interpretation of ‘Error’ on the
actuating the starter 'unlatches' and resets the part of the starter controller.
logic that determines if cranking is allowed.
6. The TCM input voltage returns, the TCM 5.8.5.5. TCM Broadcasts ‘Not Available’
reinitializes, and resumes J1939 broadcasts. Transmission Engine Crank Enable will indicate ‘Not
Available’ only if the parameter is not enabled in the
7. The operator selects ‘Drive’, and Transmission
TCM calibration. A starter controller receiving ‘Not
Engine Crank Enable indicates cranking is not
Available’ must not allow cranking to occur.
allowed.
5.8.6. J1939 ‘NEUTRAL START’ INSTALLATION
5.8.5. FAILURE MODES AND RESPONSES
CHECKLIST
Fault logging, diagnostics, and troubleshooting
ATD Application Engineering will review new J1939-
related to the loss of Transmission Engine Crank
based ‘Neutral Start’ implementations for the
Enable reception are the responsibility of the
following minimum functionality. While vehicle
controller monitoring the parameter(s) and the
OEMs may use this list to help evaluate their
vehicle OEM.
implementation during development, it is not a
substitute for the requirements described previously.
5.8.5.1. Starter Controller Doesn’t Receive
A lever-style shift selector must be used for the
Transmission Engine Crank Enable
following tests.
When a vehicle Neutral Start system is designed to
utilize ETC7 Transmission Engine Crank Enable, At a minimum, an acceptable implementation will
and the parameter is not being received, the answer ‘yes’ to all questions in the following test
receiving controller is required to assume that sequences:
cranking is not allowed until a valid Transmission
Engine Crank Enable is received, and is required to 5.8.6.1. Normal Operation
indicate a ‘Communication Failure’ to the driver.
1. Clear any ATD fault codes, and begin this
sequence with the vehicle key switch off.
5.8.5.2. Starter Controller Loses Transmission
Engine Crank Enable While Cranking 2. Quickly turn the key through the ‘run’ position to
As discussed under ‘Normal Operation’, this failure the ‘crank’ position.
is most likely to occur due to voltage loss during an ‰ Regardless of the delay, does the engine
engine cranking event. However, this failure should eventually begin cranking?
not prevent engine cranking from continuing:
3. Turn the key switch off. Move the lever selector
The controller actuating the engine starter is to ‘D’. Quickly turn the key through the ‘run’
required to ‘latch’ the state of Transmission Engine position to the ‘crank’ position.
Crank Enable after cranking has initiated, and retain ‰ Does the starter controller completely
it as long as the key switch remains in the crank prevent any engine cranking?
position for the given instance of cranking.
5.8.6.2.Starter Controller Doesn’t Receive
5.8.5.3. Starter Controller Resets Transmission Engine Crank Enable
The controller actuating the starter may be powered 1. Begin this sequence with the vehicle key switch
down intentionally (vehicle key switch turned off) or on and the engine not running.
unintentionally (intermittent power source) while

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-28

2. Remove the TCM from the J1939 network; one 5.9. RANGE DISPLAYS – GENERAL
method would be by unplugging the ‘S’ (black) INFORMATION
connector from the CEC2 ECU.
‰ Is a ‘Communication Failure’ indicated due Traditionally, the shift selector range display has
to the loss of the ETC7 or Transmission been owned and controlled by ATD, as the display
Engine Crank Enable? was physically part of most shift selectors produced
by ATD. Vehicles utilizing Allison strip selectors
‰ Is the ‘Communication Failure’ indicated by (which have no built-in display character) or their
method(s) other than a ‘Check Trans’ own exclusive shift selector may use information
indication? from either the J1587 or J1939 datalinks to convey
3. Reconnect the TCM to the J1939 network. range information to the driver.

‰ Is the ‘Communication Failure’ indication Sections 5.16 and 5.17 define OEM requirements for
turned off when the transmission controller implementing range displays based on information
is reconnected to the J1939 datalink? from the J1939 datalink, and the limitations currently
associated with doing so.
5.8.6.3. Starter Controller Latches
Transmission Engine Crank Enable 5.9.1. CEC2 SELECTOR EQUIVALENTS
When Cranking Initiated Full display functionality of the traditional ATD range
1. Disable the engine such that it will crank but not display is not yet available via the J1939 datalink.
start (potential methods include disconnecting This is due in part to both ATD limitations and lack of
the engine fuel supply, or unplugging the injector available SAE-defined parameters. The figure
harness). below indicates which display functions can be
2. Crank the engine. While the engine is cranking, duplicated using J1939 datalink information:
remove the TCM from the J1939 network; one
method would be by unplugging the ‘S’ (black) CEC2 Shift Selector Functionality
connector from the CEC2 ECU. Display Operation per Supported
‰ Does the engine continue to crank when the Controls Tech Data via J1939?
TCM is disconnected from the J1939 Range Selected............................................ Yes
network? Flashing Display.......................................... Yes
3. Momentarily release the key back to the run All Segments On ............................................. No
position, and then return to the ‘crank’ position. Blank Display............................................... Yes
Cat-Eye ........................................................... No
‰ Does the starter controller prevent the Range Attained .......................................... * Yes
engine from cranking? Dash ................................................................ No
Oil Level Indication .......................................... No
5.8.6.4. Starter Controller Receives ‘Error’ or ATD Fault Codes............................................. No
‘Not Available’
This test requires a protocol analyzer (such as * Requires use of separate display digit
CANalyzer) that can broadcast the ETC7 message
containing Transmission Engine Crank Enable. Figure 8 – ATD Shift Selector Display
1. Disconnect the TCM from the J1939 network.
Indications Which Can Be Duplicated Via the
J1939 Datalink
2. With the protocol tool, broadcast a Transmission
Engine Crank Enable value of 102. The CEC2 single digit display normally indicates the
range requested by the driver. During certain fault
3. Turn the ignition key to the ‘crank’ position. situations where the transmission cannot shift, this
‰ Does the starter controller prevent the single digit display may revert to indicating the
engine from cranking? current range attained.
4. With the protocol tool, now broadcast a It is currently not possible to make a single digit
Transmission Engine Crank Enable value of 112. display behave in this same manner, as there is no
5. Turn the ignition key to the ‘crank’ position. mechanism to indicate whether requested range or
range attained should be displayed. If display of
‰ Does the starter controller prevent the range attained is desired, a separate digit is
engine from cranking? required.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-29

5.9.2.INTENDED USE OF SAE ‘RANGE’ AND the vehicle operator. Current Gear has rigid
‘GEAR’ PARAMETERS definitions which are more suitable for control
The ETC2 message byte definitions are as follows: system purposes, where the misinterpretation of
data could have unpleasant results.
Byte Content
For example: If a control system is designed around
1 Selected Gear
Transmission Current Range = 78 (ASCII 78 = ‘N’),
2,3 Actual Gear Ratio
that system may not respond identically – or
4 Current Gear
acceptably – to reception of Transmission Current
5,6 Transmission Requested Range
Range = 110 (ASCII 110 = ‘n’). Basing a control
7,8 Transmission Current Range
system on the definition “Current Gear = 0 = neutral”
eliminates the chance for misunderstanding.
Bytes 1 through 4 are recommended for use in
vehicle or control decisions. Caution should be
In addition to interpretation issues, failure modes of
exercised, particularly for functions occurring at
‘range’ and ‘gear’ parameters may differ for a given
vehicle key-on, as message latency may delay or
transmission manufacturer. Failure modes for ATD
otherwise affect the intended operation. It is the
‘range’ parameters are tailored for displays – NOT
vehicle builder’s responsibility to properly validate
vehicle control.
any functions based on this information.
For these reasons, ATD strongly discourages use of
The ASCII characters in bytes 5 through 8 are
Transmission Requested Range or Transmission
intended for display purposes only; no vehicle
Current Range for any use beyond driver displays.
decisions are to be based on this information.
5.9.4. ATD VS. SAE TERMINOLOGY
5.9.3. DIFFERENCES BETWEEN RANGE AND
GEAR PARAMETERS The figure below lists commonly used ATD range
terminology and the equivalent SAE parameter(s):
Interchangeability of seemingly identical parameter
pairs such as Transmission Requested Range and
Selected Gear, or Transmission Current Range and ATD Terminology SAE Terminology
Current Gear, is often questioned. Content within
Range Selected............Transmission Requested
these pairs is not the same, and systems receiving
Range (ASCII)
these parameters should not assume they are
interchangeable. Consider the latter pair: Range Commanded .....Selected Gear (numeric)

Transmission Current Range is an ASCII character Range Attained.............Current Gear (numeric),

that the transmission manufacturer associates with a Transmission Current
particular range or ranges for purposes of a driver Range (ASCII)
display. Current Gear defines a specific numeral for
every transmission range. For example: Figure 9 – Cross Reference of ATD and SAE
Range Terminology
„ A transmission in low range may simultaneously
broadcast Transmission Current Range = 76
(ASCII ‘L’) and Current Gear = 1.
„ A transmission in neutral may simultaneously
broadcast Transmission Current Range = 78
(ASCII ‘N’) and Current Gear = 0.

These seemingly minor differences are significant;

the ASCII character in Transmission Current Range
relies on interpretation, while Current Gear does not.

By SAE definition, when Current Gear = 0, the

transmission is in Neutral; there is no room for
misinterpretation. In contrast, when Transmission
Current Range = 78 (ASCII 78 = ‘N’), the person
reading this letter has to make the association that
‘N’ stands for Neutral in his or her native language.
Transmission Current Range gives the sender
flexibility as to how the information is conveyed to

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-30

5.10. RANGE DISPLAYS – ‘RANGE WARNING!
ATTAINED’
In the event of any of the following:
A Range Attained display indicates the current
operating range of the transmission. „ An “Error” indication is received (ETC2
byte 7 = 0), or
5.10.1. AVAILABILITY VIA DATALINK „ a “Not Available” indication is received
While previously available only in certain special (ETC2 byte 7 = 255), or
calibrations, information necessary for remote
displays to indicate the range attained by the CEC2 „ reception of Transmission Current Range
is available in properly configured J03 and later is lost for any reason,
calibrations. …the controller monitoring and displaying
Transmission Current Range must blank the
5.10.2. PARAMETER REQUIREMENTS display.
For a remote display to indicate range attained by The display may NOT continue to indicate the
the CEC2, the Transmission Current Range last valid value of Transmission Current
parameter must be utilized. Range received prior to encountering the
communication problem.
Current Gear may not be used for this display
function, as the data format does not match that of
Transmission Requested Range . This logic is intended to avoid display of misleading
information during communication problems
5.10.3. DRIVER INTERFACE REQUIREMENTS between the transmission and Range Attained
None. display.

5.10.4. OTHER REQUIREMENTS / In addition, vehicle OEMs may choose at their

RESTRICTIONS discretion to inform the driver of communication loss
between the transmission and display controller.
None.
Additional methods of informing the driver are left to
5.10.5. NORMAL OPERATION the vehicle OEM. However, actuating the ‘Check
Transmission Current Range reflects the range Trans’ indication is NOT an acceptable means for
attained by the transmission. representing a communication problem. If only the
‘Check Trans’ indication is active, service
5.10.6. FAILURE MODES AND RESPONSES technicians may assume the problem stems from the
Any vehicle system response, fault logging, transmission, when in fact it is most likely related to
diagnostics or troubleshooting related to the loss of the vehicle network or its wiring.
Transmission Current Range reception is the
responsibility of the controller monitoring the
parameter and the vehicle OEM.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-31

5.11. RANGE DISPLAYS – 5.11.4. OTHER REQUIREMENTS /
‘REQUESTED RANGE’ RESTRICTIONS
None.
A Requested Range display reflects the range
chosen by the vehicle operator via the shift selector. 5.11.5. NORMAL OPERATION
Transmission Requested Range reflects the range
5.11.1. AVAILABILITY VIA DATALINK chosen by the driver via the shift selector. In order
While previously available only in certain special to reflect operation of an Allison shift selector
calibrations, information necessary for a vehicle display, vehicle OEM shift selector displays must:
OEM to run their own shift selector display is now
available in properly configured CEC2 calibrations. 5.11.5.1. Indicate Inhibited Shifts
Depending on the parameters monitored by the
5.11.2. PARAMETER REQUIREMENTS display, when:
If the J1939 datalink is used as input for a requested
„ Transmission Requested Range Display Flash
range display, one parameter from each of the
following 3 sets must be supported: State is active, or
„ the Transmission Requested Range control
„ Transmission Requested Range, and
character (ETC2 Byte 6) indicates blinking, or
„ Transmission Requested Range Display Flash
„ Shift Inhibit Indicator is active, then
State OR the Transmission Requested Range
control character (ETC2 Byte 6) OR Shift Inhibit …receiving displays are required to blink and / or
Indicator, and activate a range inhibit indicator (see 5.13) to show
„ Transmission Requested Range Display Blank that shifts are either temporarily or permanently
State OR the Transmission Requested Range inhibited. The inhibit may clear if its cause clears
control character (ETC2 Byte 6). within 3 seconds of the shift request. Otherwise, the
operator must re-select range.
Prior to J03 software, indications to blink or blank
Transmission Requested Range displays were 5.11.5.2. Indicate Display Problems
conveyed only through an ATD-specific control byte Depending on the parameters monitored by the
found in ETC2 byte 6. Development and addition of display, when:
ETC7 parameters Transmission Requested Range „ Transmission Requested Range Display Blank
Display Blank, Transmission Requested Range State is active, or
Display Blink and Shift Inhibit Indicator now allow a
generic SAE J1939 method to indicate the desired „ the Transmission Requested Range control
display state, and are recommended for use in any character (ETC2 Byte 6) indicates blanking, then
new software development.
…receiving displays are required to turn off the
Requested Range display. Depending on the
Backward compatibility with current production
failure, selectors may still operate in certain ranges.
displays will be maintained, as the content of ETC2
Byte 6 has not changed.
5.11.6. FAILURE MODES AND DISPLAY
RESPONSES
5.11.3. DRIVER INTERFACE REQUIREMENTS
Any vehicle system response, fault logging,
By choosing to implement their own Requested
diagnostics or troubleshooting related to the loss of
Range display, vehicle OEMs assume responsibility
reception of any required display parameter is the
for meeting all associated FMVSS and other
responsibility of the controller monitoring the
regulatory requirements.
parameters and the vehicle OEM.
In order to reflect the operation of an Allison shift
selector display, displays developed by vehicle
OEMs are required to:
(1) Indicate range inhibit conditions, and
(2) Blank the display when requested to do so.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-32

 If the J1939 datalink is used to trigger the Range
WARNING! Inhibited Indicator, the Shift Inhibit Indicator
parameter in the ETC7 message should be utilized.
In the event that any of the following occur for
any or all of the required display parameters:
5.12.3. DRIVER INTERFACE REQUIREMENTS
„ An “Error” indication is received, or
5.12.3.1. ‘Range Inhibited’ Indication
„ A “Not Available” indication is received,
The indicator for this function must be in the normal
or
forward field of view of the vehicle operator (this is
„ Reception of parameters is lost for any the preferred location), or part of the Shift Selector.
reason, If the Indicator is part of the Shift Selector, it must be
readily viewable by the operator when looking at the
…the controller monitoring the parameters
Shift Selector.
and controlling the display must blank the
display.
The Range Inhibited Indicator must be clearly visible
The display may NOT continue to indicate the under all of the vehicle’s lighting conditions, both
last value of Transmission Current Range daytime and nighttime.
received prior to encountering the
communication problem. Three acceptable implementation options are:

5.12.3.1.1. ‘RII’ Indication – Lamp with Text

This logic is intended to avoid display of misleading
information during communication problems A lamp with appropriate wording for the country of
between the transmission and Requested Range vehicle operation is acceptable. Examples include:
display. „ North America, UK
Netherlands, Sweden ................... “Range Inhibit”
In addition, vehicle OEMs may choose at their „ Germany.................................... “Gang Gesperrt”
discretion to inform the driver of communication loss
between the transmission and display controller. „ Spain .........................................“Rango Inhibido”
Other wording may be acceptable upon review of an
Additional methods of informing the driver are left to appropriately qualified Application Engineer.
the vehicle OEM. However, actuating the ‘Check
Trans’ indication is NOT an acceptable means for The preferred color for the lamp is yellow or amber.
representing a communication problem. If only the This is consistent with ISO symbol color convention.
‘Check Trans’ indication is active, service
technicians may assume the problem stems from the 5.12.3.1.2. ‘RII’ Indication – Icon
transmission, when in fact it is most likely related to
The following ISO icon or equivalent is also
the vehicle network or its wiring.
acceptable:
5.12. RANGE INHIBITED INDICATOR
[RII]
The Range Inhibited Indicator is, at a minimum, a
visual indication to the vehicle operator that the
current Shift Selector request will not be honored
due to vehicle operational parameters. Details of
the operational modes that cause the RII to become
active can be found in other Allison documentation.
Figure 10 – Proposed ISO Symbol to
Except for strip selectors, shift selectors provided by Indicate an Active Range Inhibit
Allison for the CEC2 transmission have the
capability (by flashing the display) to indicate to the This icon has been designed to be consistent with
driver that shifts are being inhibited. ISO transmission symbol conventions and is
recognizable as being related to the transmission
5.12.1. AVAILABILITY VIA DATALINK gearshifter and the Range Inhibited function. This
icon has been proposed to ISO for inclusion in ISO
The CEC2 controller supports this feature.
2575: Road vehicles – Symbols for controls,
indicators, and tell-tales.
5.12.2. PARAMETER REQUIREMENTS

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-33

Again, the preferred color for the icon is yellow or tones in the vehicle (Low Air Pressure Warning tone,
amber. This is consistent with the ISO symbol color Reverse Warning tone, etc.).
convention.
5.12.3.2. Bulb Checks
The lamp or icon may be either illuminated The controller that physically actuates the ‘Range
continuously or flashing for the full duration of an Inhibited’ indicator is responsible for performing bulb
active Range Inhibited condition. It is the full checks or functionality checks on this indicator at the
responsibility of the vehicle designer to implement beginning of each ignition (key switch) cycle.
the mechanism(s) required to flash the lamp or icon
if this indication method is chosen, since only an While ATD recommends lamps or indicators remain
Active / Inactive signal is provided by the on for 2 seconds during the check, this is not a
transmission control system. requirement, and a slightly longer or shorter time
period may be used.
Typical flash rates are 1 to 3 Hertz, 50% duty cycle.
5.12.4. NORMAL OPERATION
5.12.3.1.3. ‘RII’ Indication – Range Display
When the Shift Inhibit Indicator parameter state is
Character
‘active’, the vehicle’s Range Inhibited indicator
If a Transmission Range Selected / Range Attained should be enunciated. When this parameter is
dashboard display is used, the Transmission Range ‘inactive’, the Range Inhibited indicator should be
Selected character may be flashed in lieu of having off.
a dedicated Lamp or Icon.

Typical flash rates are 1 to 3 hertz, 50% duty cycle. WARNING!

Flashing of the Transmission Range Attained
character is not allowed. The reason for this is that When this signal is activated, the
there is an issue with what the vehicle operator is transmission may not respond to shift
asking for (Range Selected) not what the current selector requests, since operating limitations
state of the transmission is (Range Attained). are being placed on the transmission.
Direction changes may not occur.
Due to the many potential implementations of this
function (flashing the character, flashing the
5.12.5. FAILURE MODES AND RESPONSES
character highlighting, alternating the color of the
character, etc.), ATD Application Engineering must Any vehicle system response, fault logging,
review the method and flash rate proposed to diagnostics or troubleshooting related to the loss of
ensure that the “spirit and intent” of the Range Inhibit Shift Inhibit Indicator reception is the responsibility of
Indicator function are met. the controller monitoring the parameter and the
vehicle OEM. In the event of any of the following:
5.12.3.1.4. Acceptable Additions to These „ An “Error” indication is received, where the
Options parameter value of Shift Inhibit Indicator is 102,
In addition to one of the above implementation
„ A “Not Available” indication is received, where
methods for the RII function, a tone may optionally
the parameter value of Shift Inhibit Indicator is
accompany the visual indication. Note that a tone is
112,
not a substitution for the visual indication.
„ Reception of Shift Inhibit Indicator is lost for any
The accompanying tone may be either sounded reason,
continuously or beeping for the full duration of an
active Range Inhibited condition. It is the full …the controller monitoring Shift Inhibit Indicator and
responsibility of the vehicle designer to implement actuating the inhibit display must respond in one of
the mechanism(s) required to sound the two ways:
accompanying tone if this method is chosen. „ If an active inhibit was the last valid indication
Additionally, if a beeping tone and flashing lamp or received, the inhibit enunciator should remain
icon is chosen, the tone and flash should be ON until a new valid signal is received.
synchronized to maximize the association of the
beeping tone with the flashing Lamp or Icon. „ If no inhibit was active when the last signal was
received, the inhibit enunciator should remain
If implemented, this tone must be distinguishable OFF until a new valid signal is received.
from, and heard in addition to, all other required
This logic is intended to maintain driver awareness
of an active shift inhibit in the event of complete

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-34

communication loss after the transmission has
begun to indicate the inhibit. WARNING!

In addition, vehicle OEMs may choose at their In the event of any of the following:
discretion to inform the driver of communication loss „ An “Error” indication is received, where
between the transmission and receiving controller. the raw value in ETC2 byte 1 is 254
decimal, or
Additional methods of informing the driver are left to
the vehicle OEM. However, actuating the ‘Check „ A “Not Available” indication is received,
Trans’ indication is NOT an acceptable means for where the raw value in ETC2 byte 1 is 255
representing a communication problem. If only the decimal, or
‘Check Trans’ indication is active, service „ Reception of Selected Gear is lost for any
technicians may assume the problem stems from the reason,
transmission, when in fact it is most likely related to
the vehicle network or its wiring. …the controller monitoring Selected Gear and
the vehicle OEM utilizing this information
must have planned, accepted responses.
5.13. REVERSE WARNING
If a reverse warning indication (audible alarm, back For example, if “Reverse” was the last valid
up lights, etceteras) is incorporated into an indication received, the vehicle OEM may choose to
installation, either a hard-wired or a datalink-based leave the reverse warning device(s) on until a new
implementation can be used to trigger the warning. valid direction or range is received.

Hard-wired implementation is discussed in In addition, vehicle OEMs may choose at their

SECTION C: VEHICLE ELECTRICAL SYSTEM discretion to inform the driver of communication loss
INTERFACE. between the transmission and receiving controller.

5.13.1. AVAILABILITY VIA DATALINK Additional methods of informing the driver are left to
Reverse Warning activation via the J1939 datalink the vehicle OEM. However, actuating the ‘Check
has previously been available in J03 software. Trans’ indication is NOT an acceptable means for
representing a communication problem. If only the
5.13.2. PARAMETER REQUIREMENTS ‘Check Trans’ indication is active, service
When the J1939 datalink is used to trigger the technicians may assume the problem stems from the
reverse warning, the Selected Gear parameter in the transmission, when in fact it is most likely related to
ETC2 message should be utilized. the vehicle network or its wiring.

5.13.3. DRIVER INTERFACE REQUIREMENTS 5.14. ROAD SPEED LIMITING

There are no driver indications required by ATD for This section only discusses J1939 implementations.
this function; however, the vehicle OEM may choose Refer to DATALINK COMMUNICATIONS SECTION
to provide a driver indication during certain failure A: WT J1587 DATALINK COMMUNICATION for the
modes (see ‘Failure Modes and Responses’). J1587 implementation.The following requirements
must be met in applications where road speed
5.13.4. NORMAL OPERATION limiting or road speed governing is used:
The receiving controller may assume Reverse is
being commanded any time the Selected Gear
parameter indicates a negative range, or the raw
value in ETC2 byte 1 is 124 or less.

5.13.5. FAILURE MODES AND RESPONSES

Any vehicle system response, fault logging,
diagnostics or troubleshooting related to the loss of
Selected Gear reception is the responsibility of the
controller monitoring the parameter and the vehicle
OEM.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-35

5.14.1. PARAMETER REQUIREMENTS When Transmission Mode 2 Indicator is inactive
If accelerator pedal information is provided from the (002), the transmission is not operation in Secondary
J1939 datalink, then support of EEC2 Percent Load shift mode.
at Current Speed is required, along with one of
either: 5.15.4. FAILURE MODES AND RESPONSES
DURING OPERATION
„ EEC1 Engine / Retarder Torque Mode
Any vehicle system response, fault logging,
(specifically state 01002), OR
diagnostics or troubleshooting related to the loss of
„ EEC2 Road Speed Limit Status. Transmission Mode 2 Indicator reception is the
responsibility of the controller monitoring the
All parameters must be broadcast from SA00
parameter and the vehicle OEM.
(Engine #1).
Vehicle OEMs may choose at their discretion to
5.14.2. NORMAL OPERATION inform the driver of communication loss between the
During road speed governor operation, throttle pedal transmission and receiving controller.
position is no longer representative of the driver
input or load on the engine. A load-based Methods of informing the driver are left to the vehicle
parameter is substituted for throttle in this case, and OEM. However, actuating the ‘Check Trans’
Road Speed Limit Status and Engine / Retarder indication is NOT an acceptable means for
Torque Mode are used to determine if a road speed representing a communication problem. If only the
governor is limiting the engine. ‘Check Trans’ indication is active, service
technicians may assume the problem stems from the
5.14.3. FAILURE MODES AND RESPONSES transmission, when in fact it is most likely related to
Failure for the transmission to receive indication of the vehicle network or its wiring.
active Road Speed Limit operation may result in
harsh shifts.
5.16. SHIFT ENERGY MANAGEMENT
5.15. SECONDARY MODE INDICATOR [SEM]
Traditionally, ATD output function ‘N’ (wire 166) has Shift Energy Management (SEM) reduces engine
been used to indicate that Secondary Mode is torque during shifts to increase shift quality and
active. Refer to SECTION E: CUSTOMIZING THE reduce clutch wear. Engine control during shifts is
CONTROLS CONFIGURATION OF YOUR accomplished through the J1939 datalink.
VEHICLE for more information on the hard-wired
implementation. 5.16.1. AVAILABILITY VIA DATALINK
SEM cannot be utilized without the J1939 datalink;
ATD now supports a J1939 parameter that allows there is no equivalent hard-wired or J1587
OEMs to eliminate wire 166 from installations. implementation of this feature.
5.15.1. AVAILABILITY VIA DATALINK SEM calibrations are available when connected with
The ability to implement the Secondary Mode a compatible electronic engine and control system
Indicator function via J1939 is available in V9C and as previously validated by Allison Application
later software. Engineering.

5.15.2. PARAMETER REQUIREMENTS 5.16.2. PARAMETER REQUIREMENTS

If a vehicle OEM chooses to implement the In addition to complete support of the J1939 Torque
Secondary Mode Indicator function via the J1939 / Speed Control message, the engine must support
datalink, reception of ETC7 Transmission Mode 2 the following J1939 parameters:
Indicator is required. „ EEC1 Engine Demand – Percent Torque
„ ECFG Reference Engine Torque
5.15.3. NORMAL OPERATION
„ ECFG Engine Inertia
When ETC7 Transmission Mode 2 Indicator is active
(012), the transmission is operating in Secondary „ EEC3 Nominal Friction – Percent Torque
shift mode. Depending on the vocational package in (preferred)
use, this may indicate ‘Economy’ mode, etc. If the vehicle is so equipped or calibrated, all
applicable requirements for the following vehicle

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-36

features must be met as described in their source. As shown by the detection hierarchy in
appropriate sections in this document: Section 7.3, it is possible a throttle input source
other than J1939 will be detected and utilized.
„ Cruise Control
Allison strongly recommends J1939 throttle for SEM.
„ Road Speed Limiting

5.16.3. OTHER REQUIREMENTS / 5.16.4. NORMAL OPERATION

RESTRICTIONS
SEM controls engine torque during upshifts and
The following engine and vehicle requirements apply neutral to range shifts.
to all CEC2 SEM applications:
„ The engine must meet the governor During shifts, the CEC2 evaluates engine and
characteristics as stated in Appendix A, and the vehicle operating conditions, and briefly limits engine
response requirements in Appendix B. torque output through a series of TSC1 commands.

„ The vehicle may not be equipped with other

engine torque-modifying (via TSC1 messages)
devices on the J1939 datalink, such as headway 5.16.5. FAILURE MODES AND RESPONSES
controllers or adaptive cruise control. Traction
When J1939 throttle is detected, CEC2 senses the
control (i.e. ATC or ASR) is acceptable.
availability of the J1939 link and SEM commands
„ SEM is currently not compatible with nor are transmitted during the calibrated shifts. Loss of
acceptable for use with any natural gas engines. the datalink due to wiring integrity failure, electrical
noise, or bus loading will log a fault code 66-00 and
SEM is inoperable until the code clears.
5.16.3.1. General Parameter Checks
The transmission must complete its auto-detection
process in search of an acceptable throttle input

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-37

6.0 FUNCTIONS NOT ACCEPTABLE OR AVAILABLE FOR
J1939 IMPLEMENTATION
6.1. NETWORK MANAGEMENT 6.2. J1939-73 DIAGNOSTICS
The CEC2 system is not capable of supporting the The CEC2 is not capable of reporting fault code
J1939-81 Network Management protocol. There is information via the J1939-73 diagnostics format.
currently no plan to introduce support. Minimal DM1 support is provided to operate several
indicator functions, including ‘Check Trans’, ‘Sump
Temperature’ and ‘Retarder Temperature’
indications.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-38

7.0 FACTORS DETERMINING DATALINK, MESSAGE, AND
PARAMETER SUPPORT
NOTE:

7.1. ATD SOFTWARE VERSION Type 'P' and 'T' require special treatment if
Cruise Control and/or Road Speed Limiting is
As newer software versions are released, more used on the vehicle. Consult ATD Application
datalink functionality may become available. Engineering for further information.

7.2. PRODUCTION CALIBRATION 7.2.1.4. Type ‘A’ [Auto-Detect]

CONFIGURATION SYSTEM
If this selection is chosen, the basic throttle source is
[PCCS] determined through the hierarchy as spelled out in
the AUTO-DETECTION LOGIC section below.
PCCS offers the vehicle OEM many options for
tailoring a specific transmission calibration. Only
those options affecting datalink, message or 7.2.1.5. Type ‘C’ [J1939]
parameter support are mentioned here. Forces the use of J1939 Accelerator Pedal (AP)
Position and Percent Load at Current Speed as
The best method for understanding the datalink throttle inputs.
support for a given calibration is to use the PCCS
‘Calibration Summary Report’.
7.2.2. ‘SPECIAL CALIBRATION’
The following options found on the Summary Report Special calibrations, or ‘Specials’, are unique
affect datalink support: software calibrations that can only be created by
Allison Application Engineering. A typical production
7.2.1. ‘COMM LINK TYPE’ calibration will reflect ‘No’ for this option.
The choice selected for this option determines
where the transmission will get its’ basic throttle and A ‘Yes’ to this option doesn’t necessarily indicate
engine load information used for shift modulation. utilization of special datalink parameter, as there
There are five choices available: may be other unique functionality in the given
calibration that doesn’t involve datalinks. However,
7.2.1.1. Type ‘J’ [J1587] a ‘Yes’ may be the result of special datalink
functionality in the given calibration.
Forces the use of J1587 Percent Accelerator Pedal
Position (PID 91) and Engine Percent Load (PID 92)
The J1939 Message Overview table at the front of
as throttle inputs.
this document denotes which parameters are
available only in special calibrations. Please discuss
If present, J1587 Cruise Control Status (PID 85) and
availability, restrictions and default broadcasts with
/ or Road Speed Limiting Status (PID 83) determine
your Allison representative.
which input is used during different modes of
operation. The CEC2 controller ignores similar
inputs from J1939 or analog sources, if present.
7.2.3. ‘ENGINE COOLANT TEMPERATURE
SOURCE’
7.2.1.2. Type ‘P’ [PWM]
There are five choices available for this option:
Forces the use of a Pulse Width Modulated input for
throttle position. Special applications.
7.2.3.1. Type ‘A’ [Auto-Detect]
7.2.1.3. Type ‘T’ [TPS] If this selection is chosen, the engine coolant
temperature source is determined through the
Forces use of a hard-wired analog Throttle Position
hierarchy as spelled out in the AUTO-DETECTION
Sensor input for throttle position.
LOGIC section below. Once a given source is auto-
detected, other potential input sources are ignored.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-39

7.2.3.2. Type ‘C’ [CAN / J1939] 7.3.1. INPUT SOURCE TYPE
Forces use of J1939 parameter Engine Coolant Since J00 software, the CEC2 controller has had the
Temperature as the engine coolant temperature ability to ‘auto-detect’ certain inputs that are often
source. Other potential inputs are ignored. available from multiple sources – analog sensors,
(Standard) the J1587 datalink, or the J1939 datalink. The
inputs have a hierarchy indicating the order of
7.2.3.3. Type ‘J’ [J1587] preference among the acceptable sources – the
Forces use of J1587 Engine Coolant Temperature detected source with the highest priority will be
parameter (PID 110) as the engine coolant used. For J03 and later software, these are
temperature source. Other potential inputs are calibrated as follows:
ignored. (Special)
Input to Transmission Source Hierarchy

7.2.4. ‘J-1939 KICKDOWN’ Accelerator or ...........................1. Analog sensor

Special calibrations offer this option and enables use Throttle Position 2. J1587 datalink
of the EEC2 Accelerator Pedal Kickdown Switch for 3. J1939 datalink
the Accelerator Pedal Kickdown function. See
VEHICLE FUNCTION REQUIREMENTS for further Engine Coolant.........................1. Analog sensor
details. Temperature 2. J1939 datalink
3. J1587 datalink
7.3. AUTO-DETECTION LOGIC
Figure 11 – Auto-Detection of Input
Source Types
ATD auto-detection logic reduces the number of
customer modifiable parameters that must be set by Analog sensors are given highest priority; if the
the vehicle OEM. When powered up after a vehicle vehicle OEM or customer has gone to the trouble
is assembled, ATD auto-detection logic looks for and expense of adding a specific sensor, it is
various input sources, and locks onto the most assumed they wish to use it as an input for the
preferred of those available for a given input. transmission.

There is one ‘layer’ of auto-detection utilized by the CEC2 calibrations are structured such that a
CEC2 controller: particular source can be forced to be the default.
„ Input Source Type

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-40

8.0 CEC2 BROADCAST PARAMETERS
The CEC2 Electronic Control Unit (ECU) can potentially broadcast the following messages and parameters

8.1. PGN 00000 – TORQUE / SPEED and will address this at some point in the future.
CONTROL #1: TSC1 Until then, the 16 ms broadcast rate has not and
should not cause any problems as long as other
devices’ time-out settings are not less than 2 times
SAE Excerpt: the recommended broadcast rate (2 x 10 ms), or 20
J1939-71 Reference ............................................ ms.
Broadcast Rate ..When active, 10 ms to engine *
Data Length.............................................. 8 bytes 8.1.1. SPN 695 – OVERRIDE CONTROL MODE
Data Page .......................................................... 0 PRIORITY
PDU Format ....................................................... 0
SAE Excerpt: This field is used as an input to the
PDU Specific ...................................................... 0
engine to determine the priority of the Override
Default Priority.................................................... 6
Control Mode received in the Torque / Speed
PGN ........................................ 00000 (00000016)
Control message.
Byte Bit Content________________________ 002 Highest Priority
1 Control Bits 012 High Priority
8,7 Not defined in J1939, all bits set to 1 102 Medium Priority
6,5 Override Control Mode Priority 112 Low Priority
4,3 Requested Speed Control Conditions
2,1 Override Control Modes Allison Implementation: When sent for purposes
of limiting engine speed during direction changes or
2,3 Requested Speed Control / Speed Limit
shifts in and out of neutral, an Override Control
4 Requested Torque / Torque Limit Mode Priority of 112 (Low) is used.
5-8 Not defined by J1939, all bits set to 1
TSC1 messages sent by ATD’s SEM feature use an
* Allison discrepancy with SAE; see text. Override Control Mode Priority of 002 (Highest).

8.1.2. SPN 696 – REQUESTED SPEED

Allison Implementation in General: TSC1’s are CONTROL CONDITIONS
sent to Destination Address 00 (Engine #1) from SAE Excerpt: This mode tells the engine control
SA03 (Transmission #1). Note that as specifically system the governor characteristics that are desired
mentioned in the J1939 Recommended Practice, an during speed control.
engine should not stall any time a speed or torque
limit is issued to it. 002 Transient optimized for driveline disengaged
and non-lockup conditions
At the end of each TSC1 control sequence, a series
012 Stability optimized for driveline disengaged
of 3 override disable messages are sent.
and non-lockup conditions
Allison Implementation: TSC1 message broadcast 102 Stability optimized for driveline engaged
is enabled for shift protection in specific J03 and and/or lockup condition 1 (e.g. vehicle
later production calibrations. Speed or Torque driveline)
control of the engine is active during all shifts in and 112 Stability optimized for driveline engaged
out of neutral, as well as direction changes and high and/or lockup condition 2 (e.g. PTO
speed upshifts. This message helps reduce driveline)
unnecessary driveline shock; for this benefit to be
realized, support of the TSC1 parameters below is Allison Implementation: J03 sends only 002 as the
required. Requested Speed Control Condition value..

Discrepancy with SAE Recommended Practice:

When this message is active, the CEC2 controller
broadcasts it at a 16 ms rate. Allison Transmission
realizes the 16 ms broadcast rate for this message is
not per the SAE J1939 recommended rate of 10 ms,

Allison Transmission Datalink Communications – October 2006 Page D-41

8.1.3.SPN 897 – OVERRIDE CONTROL MODE
PRIORITY Data Length: 1 byte
SAE Excerpt: Defines which sort of control Resolution: 1% per bit gain, -125 offset
command is used. Data Range: -125% to 125%
Operating Range: 0 to 125% for engine torque
002 Override Disabled requests
012 Speed Control
102 Torque Control Allison Implementation: Only sent as a torque
112 Speed / Torque Limit Control limit. During direction changes and shifts in and out
of neutral, typically a value of 0 - 10% is sent.
Allison Implementation: CEC2 sends only the During active SEM TSC1 messages this value will
Override Disabled (002 ) and Speed / Torque Limit vary.
Control (112) Override Control Modes.
TSC1 messages with an Override Control Mode of
8.1.4. SPN 898 – REQUESTED SPEED / SPEED 002 (Override Disabled) will have this parameter set
LIMIT to 125%.
SAE Excerpt: This is the engine speed which the
engine is expected to operate at if the speed control 8.2. PGN 59904 – REQUEST (PGN)
mode is active or the engine speed which the engine
is not expected to exceed if the speed limit mode is SAE Excerpt: This message provides the
active. capability to request information globally or from
a specific destination.
Data Length: 2 bytes
Resolution: 0.125 rpm per bit gain, 0 rpm offset J1939-21 Reference.............................................
(upper byte resolution=32 rpm/bit) Broadcast Rate.................................... 5 seconds
Data Range: 0 to 8031.875 rpm Data Length............................................* 3 bytes
Data Page ..........................................................0
Allison Implementation: During direction changes PDU Format ...................................................234
and shifts in and out of neutral this parameter is only PDU Specific ........................Destination address
sent as a speed limit; typically at a value of 500 - Default Priority....................................................6
700 rpm Per the SAE Recommended Practice, the PGN........................................59,904 (00EA0016)
engine should not stall even if a speed limit lower
than the current engine idle speed is issued. Byte Bit Content ________________________
1-3 Parameter Group Number being requested
TSC1 messages sent by SEM broadcast this
parameter at the maximum value of 8031.875 rpm. 4-8 Not defined in J1939

8.1.5. SPN 518 – REQUESTED TORQUE / * Allison discrepancy with SAE; see text.
TORQUE LIMIT
SAE Excerpt: Parameter provided to the engine or Allison Implementation: This message is only
retarder in the torque/speed control message for broadcast from SA03 (Transmission #1).
controlling or limiting the output torque. This is the
engine torque at which the engine is expected to In J03 software, the CEC2 requests ECFG PGN
operate if the torque control mode is active or the 65251 regardless of the J1939 message package
engine torque which the engine is not expected to selected in PCCS. The requests are specifically
exceed in the torque limit mode is active. sent to destination address 00 (Engine #1).
Zero torque can be requested which implies zero Discrepancy with SAE: Requests sent by J03
fuel and the engine will not be allowed to stall. The software are 8 bytes in length, as opposed to the 3-
Actual Engine Percent Torque should be zero and byte length defined in SAE J1939-71. The last 5
the engine should decelerate until the low idle bytes are populated with random numbers; however,
governor kicks in. this discrepancy should not affect receivers of the
PGN request, since they should only be using the
first 3 bytes in the message.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-42

 8.4. PGN 60416 – TRANSPORT
8.2.1. PARAMETER GROUP NUMBER BEING PROTOCOL – CONNECTION
REQUESTED
MANAGEMENT (TP.CM) BAM
Allison Implementation: In J03, requests are only
sent for ECFG PGN 65251.
SAE J1939-21 Synopsis: TP.CM_BAM
(Transport Protocol Connection Management
8.3. PGN 60160 – TRANSPORT Broadcast Announce Message) is used to inform
PROTOCOL – DATA TRANSFER all network nodes that a large message is about
MESSAGE (TP.DT) to be broadcast. It defines the PGN and number
of bytes to be sent. After TP.CM_BAM is sent,
SAE J1939-21 Synopsis: The TP.DT message the Data Transfer Messages are sent containing
is an individual packet of a multi-packet message the packetized broadcast data. TP.CM_BAM is
transfer. For example, if a large message had to only transmitted by the originator.
be divided into five packets in order to be [See SAE J1939-21 for more details.]
communicated then there would be five TP.DT
messages. SAE J1939-21 Reference ....................................
Broadcast Rate.....Per the PGN to be transferred
[See SAE J1939-21 for more details.] Data Length.............................................. 8 bytes
SAE J1939-21 Reference .................................... Data Page ..........................................................0
Broadcast Rate ....Per the PGN to be transferred PDU Format ...................................................236
Data Length.............................................. 8 bytes PDU Specific ........................Destination address
Data Page .......................................................... 0 Default Priority....................................................6
PDU Format ...................................................235 PGN.......................................60,416 (00EC0016 )
PDU Specific ..........255 (Global) for TP.CM.BAM
Default Priority.................................................... 7 Byte Bit Content ________________________
PGN ...................................... 60,160 (00EB0016 ) 1 Control Byte
2,3 Total Message Size
Byte Bit Content________________________ 4 Total Number of Packets
1 Sequence Number 5 SAE Reserved
6-8 PGN of Broadcast Message
2-8 Packetized Data (7 bytes). Note the last
packet of a multipacket Parameter Group Allison Implementation: J03 software does not
may require less than 8 data bytes. The support this parameter.
extra bytes should be filled with FF16.

Allison Implementation: J03 software does not

support this parameter.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-43

8.5. PGN 61440 – ELECTRONIC PGN 61442 – Electronic Transmission
RETARDER CONTROLLER #1: Controller #1: ETC1
ERC1
SAE Excerpt:
SAE Excerpt: J1939-71 Reference.............................................
J1939-71 Reference ............................................ Broadcast Rate........................................ 10 ms *
Broadcast Rate ........................................ 100 ms Data Length.............................................. 8 bytes
Data Length.............................................. 8 bytes Data Page ..........................................................0
Data Page .......................................................... 0 PDU Format ...................................................240
PDU Format ...................................................240 PDU Specific ......................................................2
PDU Specific ...................................................... 0 Default Priority....................................................3
Default Priority.................................................... 6 PGN....................................... 61,442 (00F00216)
PGN ........................................61,440 (00F00016)
Byte Bit Content ________________________
Byte Bit Content________________________
1 Status_ETC1
8,7 Not defined in J1939, set to 112
2 Actual retarder – percent torque * 6,5 Shift in process
4,3 Torque converter lockup engaged
Btye 1 and 3-8 are not available 2,1 Driveline engaged
* Allison discrepancy with SAE; see text 2,3 Output Shaft Speed
4 Percent Clutch Slip
5 Command_ETC1
8-5 Not defined in J1939, set to 112
8.5.1. SPN 520 – ACTUAL RETARDER – 4,3 Progressive shift disable
PERCENT TORQUE 2,1 Momentary engine speed override
SAE Excerpt: Actual braking torque of the retarder enable
as a percent of the maximum. (See text below for 6,7 Input shaft speed
explanation of deviation.)
8 Source address of controlling device for
Data Length: 1 byte transmission control
Resolution: 1% per bit gain, -125% offset
Data Range: -125% to 125% * Allison discrepancy with SAE; see text.
Operating Range: -125% to 0%

Allison Implementation: Actual retarder percent Allison Implementation: ETC1 is broadcast from
torque broadcast as either -125% (off) or 100% (on) SA03 (Transmission #1). Parameter support has
depending on the status of the CEC2 retarder changed over time:
discrete logic.

J03 Parameter Support

„ Shift in Process .................................. Enabled
„ Torque Converter Lockup Engaged ... Enabled
„ Driveline Engaged .............................. Enabled
„ Output Shaft Speed............................ Enabled
„ Input Shaft Speed............................... Enabled
„ SA of Controlling Device for
Transmission Control ......................... Enabled

Figure 12 – ETC1 Parameter Broadcast

Support vs. Calibration Level

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-44

Discrepancy with SAE Recommended Practice:
The ATD broadcast rate for ETC1 is 16 ms, 8.5.4. SPN 560 – DRIVELINE ENGAGED
compared to the SAE J1939 recommended rate of SAE Excerpt: Driveline engaged indicates the
10 ms. This issue will be addressed at some point in transmission-controlled portion of the driveline is
the future. Until then, the 16 ms broadcast rate has engaged sufficiently to allow a transfer of torque
not and should not cause any problems as long as through the transmission. Driveline engaged is
other devices time-out settings are not less than 2 ACTIVE whenever the transmission is in gear. This
times the recommended broadcast rate (2 x 10 ms), parameter should be used in conjunction with the
or 20 ms. parameter “Shift in Process”. While a shift is in
process, the receiver should not assume that the
8.5.2. SPN 574 – SHIFT IN PROCESS driveline is either fully engaged or disengaged (i.e.,
SAE Excerpt: Indicates that the transmission is in cruise control).
process of shifting from the current gear to the next
gear. 002 Driveline disengaged
012 Driveline engaged
002 Shift is not in process 102 Error
012 Shift is in process 112 Not available
102 Error
112 Not available Allison Implementation: Enabled in all production
J03 calibrations.
Allison Implementation: Enabled in all J03 and
later production calibrations. ‘Driveline Engaged’ is indicated whenever Current
Range is non-neutral, including operation during
SIP is set to 012 prior to any clutch activity in the RELS activation. All ATD neutral states indicate
upcoming shift, and not set back to 002 until all ‘Driveline Disengaged’, including the “Neutral No
clutch activity of the previous shift has completed. Clutches” state found with some diagnostic faults.
This information is provided for the discretionary use During an “All Solenoids Off” state which may occur
of the system (e.g., maintain proper fueling when a during diagnostic troubleshooting, ‘Not Available’ is
range shift occurs while in cruise control mode). indicated.

8.5.3. SPN 573 – TORQUE CONVERTER 8.5.5. SPN 191 – OUTPUT SHAFT SPEED
LOCKUP ENGAGED SAE Excerpt: Calculated speed of the transmission
SAE Excerpt: State signal which indicates whether output shaft.
the torque converter lockup is engaged.
Data Length: 2 bytes
002 Torque converter lockup disengaged Resolution: 0.125 RPM per bit gain, 0 RPM
012 Torque converter lockup engaged offset
102 Error Data Range: 0 to 8031.875 RPM
112 Not Available
Allison Implementation: Enabled in all J03 and
Allison Implementation: Enabled in all J03 and later production calibrations.
later production calibrations. Error (102) is not
supported. There are two intended uses of this Software earlier than J03 reflect an Output Shaft
information: Speed value of 1 rpm when the shaft is stopped or
the input sensor is below its recognizable threshold.
1) As a direct replacement for the Engine Brake J03 and later applications reflect 0 rpm under these
interface wiring; see VEHICLE FUNCTION same conditions.
REQUIREMENTS for details.
2) For dashboard display as to the status of the Due to sensor limitations, Output Shaft Speed
Lockup Clutch. reflects zero rpm when actual physical output shaft
Please consult the CEC2 controls and general speed drops below approximately 57 rpm.
information Sales Tech Data Book for further
information. When an output shaft speed sensor error is present,
$FE is broadcast in each of these two bytes.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-45

8.5.6. SPN 607 – PROGRESSIVE SHIFT 8.6. PGN 61445 – ELECTRONIC
DISABLE TRANSMISSION CONTROLLER
SAE Excerpt: Command signal used to indicate #2: ETC2
that progressive shifting by the engine should be
disallowed.
002 Progressive shift is not disabled SAE Excerpt:
012 Progressive shift is disabled J1939-71 Reference.............................................
102 Error Broadcast Rate.........................................100 ms
112 Take no action Data Length.............................................. 8 bytes
Data Page ..........................................................0
Allison Implementation: Error (112) is always PDU Format ...................................................240
broadcast for this parameter in J03 production PDU Specific ......................................................5
calibrations. Default Priority....................................................6
PGN.........................................61,445 (00F00516)

8.5.7. SPN 161 – INPUT SHAFT SPEED Byte Bit Content ________________________
SAE Excerpt: Rotational velocity of the primary 1 Selected Gear
shaft transferring power into the transmission. When 2,3 Actual Gear Ratio
a torque converter is present, it is the output of the 4 Current Gear
torque converter. 5,6 Transmission Requested Range
7,8 Transmission Current Range
Data Length: 2 bytes
Resolution: 0.125 rpm/bit gain, 0 rpm offset Allison Implementation: ETC2 is broadcast from
Data Range: 0 to +8031.875 rpm SA03 (Transmission #1).
Allison Implementation: Enabled in J03 production
calibrations. Parameter Support

8.5.8. SPN 1482 – SOURCE ADDRESS OF J03

CONTROLLING DEVICE FOR „ Selected Gear .................................... Enabled
TRANSMISSION CONTROL „ Actual Gear Ratio ............................... Enabled
SAE Excerpt: The source address of the SAE „ Current Gear ...................................... Enabled
J1939 device currently controlling the transmission. „ Transmission Requested Range........ Enabled
Its value may be the source address of the ECU „ Transmission Current Range ............. Enabled
transmitting the message (which means that no
external SAE J1939 message is providing the active Figure 13 – ETC2 Parameter Broadcast
command) or the source address of the SAE J1939
Support vs. Calibration Level
ECU that is currently providing the active command
in a TSC1 or similar message. Note that if this ETC2 parameters are broadcast as ‘Not Available’
parameter value is the same as the source address when not enabled. ETC2 is broadcast even if no
of the device transmitting it, the control may be due parameters are enabled.
to a message on a non-SAE J1939 data link such as
SAE J1922 or a proprietary link. Use of ETC2 parameters to replace CEC2 neutral
start output wire 123 is not an acceptable
Data Length: 1 byte implementation. See FUNCTIONS NOT
Resolution: 1/bit gain, 0 offset ACCEPTABLE FOR J1939 IMPLEMENTATION for
Data Range: 0 to 253 details.

Allison Implementation: Enabled in J03 and later

production calibrations.

When this parameter is enabled in calibration, 03 is

broadcast. when disabled, a value of 255 (not
available) is broadcast.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-46

8.6.1. SPN 524 – SELECTED GEAR Data Length: 1 byte
SAE Excerpt: The gear that the transmission is Resolution: 1 gear value / bit, -125 offset
attempting to achieve if a shift is in progress or Data Range: -125 to +125, negative values are
pending. reverse gears, positive values are
forward gears, zero is neutral
Data Length: 1 byte Parameter
Resolution: 1 gear value / bit, -125 offset Specific
Data Range: -125 to +125, negative values are Indicator: 251 (FB16) is park
reverse gears, positive values are
forward gears, zero is neutral Allison Implementation: Enabled in all J03 and
Parameter later production calibrations. Current Gear values
Specific broadcast for Allison CEC2 are shown below.
Indicator: 251 (FB16) is park

Allison Implementation: Enabled in all J03 and Allison Parameter

later production calibrations. Selected Gear values Range Value
broadcast for Allison CEC2 are shown below. Terminology
Neutral 1............................................125
Neutral 2............................................125
Allison Parameter First ...................................................126
Range Value Second ..............................................127
Terminology Third ..................................................128
Neutral 1............................................125 Fourth ................................................129
Neutral 2............................................125 Fifth ...................................................130
First ...................................................126 Sixth ..................................................131
Second ..............................................127 Seventh .............................................132
Third ..................................................128 Eighth ................................................133
Fourth................................................129 Reverse 1 ..........................................124
Fifth ...................................................130 Reverse 2 ..........................................123
Sixth ..................................................131 All Solenoids Off................................255
Seventh .............................................132
Eighth ................................................133 Figure 15 – ATD Broadcast Values for Current
Reverse 1..........................................124 Gear
Reverse 2..........................................123
All Solenoids Off................................255

Figure 14 – ATD Broadcast Values for

Selected Gear

8.6.2. SPN 526 – ACTUAL GEAR RATIO

SAE Excerpt: Actual ratio of input shaft speed to
output shaft speed.

Data Length: 2 bytes

Resolution: 0.001 / bit, 0 offset
Data Range: 0 to 64.255

Allison Implementation: Enabled in all J03 and

later production calibrations.

8.6.3. SPN 523 – CURRENT GEAR

SAE Excerpt: The gear currently engaged in the
transmission or the last gear engaged while the
transmission is in the process of shifting to the new
or selected gear. Once the selected gear has been
engaged then the Current Gear will reflect that gear.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-47

8.6.4. SPN 162 – TRANSMISSION REQUESTED
RANGE: 8.6.5. SPN 163 – TRANSMISSION CURRENT
SAE Excerpt: Range selected by the operator. RANGE
Characters may include P, Rx, Rx-1...R2, R1, R, Nx, SAE Excerpt: Range currently being commanded
Nx-1...N2, N1, N, D, D1, D2..., Dx, L, L1, L2..., Lx-1, by the transmission control system. Characters may
1, 2, 3,... If only one character is required, the include P, Rx, Rx-1...R2, R1, R, Nx, Nx-1...N2, N1,
second character shall be used and the first N, D, D1, D2..., Dx, L, L1, L2..., Lx-1, 1, 2, 3,... If
character shall be a space (ASCII 32) or a control only one character is required, the second character
character (ASCII 0 to 31). If the first character is a shall be used and the first character shall be a space
control character, refer to the manufacturer’s (ASCII 32) or a control character (ASCII 0 to 31). If
application document for definition. the first character is a control character, refer to the
manufacturer’s application document for definition.
Data Length: 2 bytes
Resolution: ASCII Data Length: 2 bytes
Data Range: 0 to 255 (each byte) Resolution: ASCII
Operating Range: 0 to 127 Data Range: 0 to 250 (each byte)
Operating Range: 0 to 127
Allison Implementation: Enabled in all J03 and Data Format: Byte 7 – Transmission Current
later production calibrations. Parameter content Range
varies versus software level – see below. Byte 8 – Lockup Indicator

Byte #5 is the ASCII equivalent of the requested Allison Implementation: Byte #7 characters may
range (R, N, 7, 6, 5, 4, 3, 2, 1, L), while the control include ASCII R, N, 8, 7, 6, 5, 4, 3, 2, 1, while Byte
character in Byte #6 defines what the display mode #8 indicates the status of the torque converter
of the requested range character should be: lockup clutch as follows:
„ Normal – continuous display of requested range. „ ASCII ‘C’ (6710) indicates converter operation
„ Blinking – to indicate a Shift Inhibit condition. „ ASCII ‘L’ (7610) indicates lockup operation
„ Blanked – for certain (BUT NOT ALL) ‘Check
Transmission’ situations.

Values for J03 software can be :

„ 3210 = normal display
„ 2110 = blinking display
„ 1610 = blanked display

Figure 16 – ATD Broadcast Values for

Transmission Requested Range

When blinking is indicated, the blink rate of the

Transmission Requested Range character shall be
0.33 seconds ON, 0.33 seconds OFF.

J03 and later software includes Secondary Mode

Indicator information to convey whether the
transmission is operating in primary or secondary
shift schedule.

The above definitions are intended to reflect

operation of an ATD single digit shift display.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-48

8.7. PGN 65098 – ELECTRONIC Parameter Support
TRANSMISSION CONTROLLER
#7: ETC7
J03
SAE Excerpt: „ Transmission Requested
J1939-71 Reference ....................SAE approved, Range Display Flash State................. Enabled
but not published yet „ Transmission Requested
Broadcast rate.......................................... 100 ms Range Display Blank State ................ Enabled
Data length............................................... 8 bytes
Data Page .......................................................... 0 „ Shift Inhibit Indicator........................... Enabled
PDU format ....................................................254 „ Transmission Engine
PDU specific..................................................... 74 Crank Enable...................................... Enabled
Default priority .................................................... 6 „ Transmission Mode 1 Indicator .......... Enabled
PGN .......................................65,098 (00FE4A16)
„ Transmission Mode 2 Indicator .......... Enabled
Byte Bit Content________________________
Figure 17 – ETC7 Parameter Broadcast
1 Status1_ETC7 Support vs. Calibration Level
8,7 Transmission Requested Range
Display Flash State
6,5 Transmission Requested Range 8.7.1. SPN 1849 – TRANSMISSION
Display Blank State REQUESTED RANGE DISPLAY FLASH
4,3 Not Defined STATE
2,1 Not Defined SAE Excerpt: State signal indicating a transmission
2 Status2_ETC7 request for the display of the Transmission
Requested Range parameter to flash or not to flash.
8,7 Shift Inhibit Indicator
The ‘Transmission Requested Range Display Flash
6,5 Transmission Engine Crank Enable
State’ indicator can be utilized by (but not limited to)
4,3 Active Shift Console Indicator
the shift console, instrument cluster, or cab display.
2,1 Not Defined
Definition of the cause of this state is at the
3 Shift Mode discretion of the transmission manufacturer. The
8,7 Transmission Mode 1 Indicator flash period shall be 700 ms @ 50% duty cycle.
6,5 Transmission Mode 2 Indicator
4,3 Transmission Mode 3 Indicator 002 Inactive; Transmission Requested Range
2,1 Transmission Mode 4 Indicator display should not be flashing
4-8 Not defined 012 Active; Transmission Requested Range
display should be flashing
102 Error
Allison Implementation: ETC7 is broadcast from
SA03 (Transmission #1) in J03 and later software. 112 Not Available
Parameter support is as follows:
Transmission manufacturers may want to flash the
Transmission Requested Range display depending
on certain events. It could be because a gear could
not be attained, or because fluid is low, etc.
Indicator should be on for 350 ms and off for 350
ms.

Allison Implementation: Allison uses this

parameter to indicate to OEM shift selector displays
when the display digit should be flashing. This is an
improvement over the control character method
current used by Allison in ETC1 byte 6.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-49

8.7.2. SPN 1850 – TRANSMISSION 8.7.4. SPN 2900 – TRANSMISSION ENGINE
REQUESTED RANGE DISPLAY BLANK CRANK ENABLE
STATE SAE Ballot Excerpt: State signal from the
SAE Excerpt: State signal indicating a transmission transmission indicating if the transmission’s status is
request for the display of the Transmission such that engine cranking is allowed (i.e. at a
Requested Range parameter to be blanked or not minimum, transmission is in neutral and the driveline
blanked. The ‘Transmission Requested Range is disengaged). As sender of this information, the
Display Blank State’ indicator can be utilized by (but transmission is responsible for correct indication
not limited to) the shift console, instrument cluster, or immediately upon first broadcast of this parameter.
cab display. Definition of the cause of this state is at
the discretion of the transmission manufacturer. As with hard-wired neutral start implementations,
those utilizing this parameter should consider the
002 Inactive; Transmission Requested Range impact of the transmission or other controllers
display should not be blanked ‘resetting’ due to voltage drops during the engine
012 Active; Transmission Requested Range start sequence.
display should be blanked
The vehicle system design should also consider the
102 Error
impact of timing latency in the engine starting
112 Not Available sequence. For example, the turn of an ignition key
from ‘off’ to ‘start’ may happen more quickly than the
Transmission manufacturers may want to blank the transmission controller can boot up, determine its’
Transmission Requested Range display depending current state of being, and begin broadcasting
on certain events. Typically it is an indication of a information over the J1939 datalink.
shift selector problem.
002 Cranking disabled; engine cranking is
Allison Implementation: Allison uses this prohibited by the transmission
parameter to indicate to OEM shift selector displays
012 Cranking enabled; engine cranking is
when the display digit should be blanked. This is an
allowed by the transmission
improvement over the control character method
currently used by Allison in ETC1 byte 6. 102 Error
112 Not Available
8.7.3. SPN 1851 – SHIFT INHIBIT INDICATOR
SAE Excerpt: State signal indicating a transmission Allison Implementation: This parameter allows
request for the Shift Inhibit Indicator to be active or vehicle OEMs to implement a ‘neutral start’ interface
inactive. The shift inhibit indicator can be of lamp or with the transmission, without specific hard wires to
text form, located on (but not limited to) the shift the transmission. See NEUTRAL START under
console, instrument cluster, or cab display. VEHICLE FUNCTION REQUIREMENTS for further
Definition of the cause of the ‘range inhibit’ state is information.
at the discretion of the transmission manufacturer.
The TCM does not support the ‘Error’ state. If a
002 Inactive; shift is not being inhibited problem prevents the TCM from determining the
012 Active; shift is being inhibited proper broadcast value, the TCM will indicate 002, or
102 Error cranking not allowed. This ensures against any
112 Not Available improper interpretation of ‘Error’ on the part of the
starter controller.
Transmission manufacturers may want to indicate
that they currently cannot make a requested shift.
This could be due to inappropriate vehicle speed or
other restrictions.

Allison Implementation: Allison uses this

parameter to indicate to OEM displays when a shift
is being inhibited. This is an improvement over the
control character method current used by Allison in
ETC2 byte 6.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-50

8.7.5. SPN 2536 – TRANSMISSION MODE 1 8.8. PGN 65226 – ACTIVE
INDICATOR DIAGNOSTIC TROUBLE CODES:
SAE Ballot Excerpt: This state signal is the DM1
transmission’s indication that it is operating under
Transmission Mode 1 as commanded via the TC#1
message (PGN 256). The definition of the shift mode SAE Excerpt: The information communicated is
is left to the discretion of the transmission limited to the currently active diagnostic trouble
manufacturer. codes preceded by the diagnostic lamp status.
Both are used to notify other components on the
002 Shift Mode #1 not active network of the diagnostic condition of the
012 Shift Mode #1 Active transmitting electronic component. The data
102 Error contains the lamp status and a list of diagnostic
112 Not available codes and occurrence counts for currently active
diagnostic trouble codes. This is all DTCs
Allison Implementation: This parameter reflects including those that are emissions related.
the status of ATD’s ‘primary’ shift schedule
operation. When Transmission Mode 1 Indicator is The currently defined lamps (Malfunction
active, the transmission is operating on the primary Indicator Lamp, Red Stop Lamp, Amber Warning
shift schedule. Lamp, and Protect Lamp) are associated with
DTCs. If the transmitting electronic component
Transmission Mode 1 Indicator and Transmission does not have active DTCs, then the lamp status
Mode 2 Indicator will never be active at the same from that component will indicate that the lamps
time. should be off. However, the component
controlling the actual lamp illumination must
The indicator may be located on, but not limited to, consider the status from all components that use
the shift console, instrument cluster or dash display. these lamps before changing the state of the
lamps.

8.7.6. SPN 2537 – TRANSMISSION MODE 2 There may be applications that require additional
INDICATOR lamp definitions to accomplish their function (e.g.
a lamp that indicates when cruise control is
SAE Ballot Excerpt: This state signal is the actively controlling would require a separate lamp
transmission’s indication that it is operating under in another PG).
Transmission Mode 2 as commanded via the TC#1
message (PGN 256). The definition of the shift mode (See J1939-73 for specific examples of this
is left to the discretion of the transmission message.)
manufacturer.
J1939-73 Reference.............................................
002 Shift Mode #2 not active Broadcast Rate:
012 Shift Mode #2 Active
102 Error A DM1 message is transmitted whenever a DTC
112 Not available becomes an active fault and at a normal update
rate of only once per second thereafter.
Allison Implementation: This parameter reflects If a fault has been active for 1 second or longer,
the status of ATD’s ‘secondary’ shift schedule and then becomes inactive, a DM1 message
operation. When Transmission Mode 2 Indicator is shall be transmitted to reflect this state change. If
active, the transmission is operating on the a different DTC changes state within the 1
secondary shift schedule. Refer to SECONDARY second update period, a new DM1 message is
MODE INDICATOR under VEHICLE FUNCTION transmitted to reflect this new DTC.
REQUIREMENTS for further information.
To prevent a high message rate due to
Transmission Mode 1 Indicator and Transmission intermittent faults that have a very high
Mode 2 Indicator will never be active at the same frequency, it is recommended that no more than
time. one state change per DTC per second be
transmitted. Thus a DTC that becomes
The indicator may be located on, but not limited to, active/inactive twice within a 1 second interval,
the shift console, instrument cluster or dash display. such as shown in Example Case 1, would have
one message identifying the DTC becoming

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-51

 active, and one at the next periodic transmission
identifying it being inactive.
This message is sent only when there is an
active DTC existing or in response to a request.
Note that this Parameter Group will require using
the “multipacket transport” Parameter Group
(reference SAE J1939-21) when more than one
active DTC exists.

Data Length.............................................Variable
Data Page .......................................................... 0
PDU Format ...................................................254
PDU Specific ..................................................202
Default Priority.................................................... 6
PGN ...................................... 65226 (00FECA16 )

Byte Bit Content________________________

1 8-7 Malfunction Indicator Lamp Status
6-5 Red Stop Lamp Status
4-3 Amber Warning Lamp Status
2-1 Protect Lamp Status
2 8-7 Reserved for SAE assignment Lamp
Status
6-5 Reserved for SAE assignment Lamp
Status
4-3 Reserved for SAE assignment Lamp
Status
2-1 Reserved for SAE assignment Lamp
Status
3 8-1 SPN, 8 least significant bits of SPN
(most significant at bit 8)
4 8-1 SPN, second byte of SPN (most
significant at bit 8)
5 8-6 SPN, 3 most significant bits (most
significant at bit 8)
5-1 FMI (most significant at bit 5)
6 8 SPN Conversion Method
7-1 Occurrence Count
7-8 (ATD comment: While J1939-73 doesn’t
explicitly define these bytes, examples in
the document show all bits set to 1.)

NOTE – When the occurrence count is not

available it should be set to all ones.

Allison Implementation: J03 software does not

support this parameter.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-52

8.9. PGN 65249 – RETARDER Byte Bit Content ________________________
CONFIGURATION 1 Clutch pressure
2 Transmission oil level
SAE Excerpt: 3 Transmission filter differential pressure
4 Transmission oil pressure
Broadcast Rate ........ On change of torque/speed
5,6 Transmission sump oil temperature
Points of more than 10% since last transmission,
7,8 Not defined by J1939, all bits set to 1
or every 5 s.
Data Length............................................ 19 bytes
Data Page .......................................................... 0 Allison Implementation: Only Transmission Sump
PDU Format ...................................................254 Oil Temperature is supported. Broadcast from
PDU Specific ..................................................225 SA03 (Transmission #1) in all J03 and later
Default Priority.................................................... 6 calibrations.
PGN ....................................... 65,249 (00FEE116)
8.10.1. SPN 177 – TRANSMISSION SUMP OIL
TEMPERATURE
Byte Bit Content________________________
SAE Excerpt: Temperature of the transmission
1 8-5 Retarder Type lubricant.
4-1 Retarder Location
2 Retarder Control Method Data Length: 2 bytes
3,4 Retarder Speed at Idle, Point 1 Resolution: 0.03125°C per bit gain, -273°C
offset
5 Percent Torque at Idle, Point 1 Data Range: -273°C to +1735.0°C
6,7 Maximum Retarder Speed, Point 2 (-459.4°F to +3155°F)
8 Percent Torque at Maximum Speed, Point
2 Allison Implementation: Enabled in all J03 and
9,10 Retarder Speed at Point 3 later calibrations, this information is provided for the
discretionary use of the system (e.g., dashboard
11 Percent Torque at Point 3 display).
12,13 Retarder Speed at Point 4
14 Percent Torque at Point 4
15,16 Retarder Speed at Peak Torque, Point 5 8.11. PGN 65275 – RETARDER FLUIDS
17,18 Reference Retarder Torque
19 Percent Torque at Peak Torque, Point 5 SAE Excerpt:
J1939-71 Reference.............................................
Broadcast Rate...................................... 1 second
Allison Implementation: J03 software does not Data Length.............................................. 8 bytes
broadcast this message. Data Page ..........................................................0
PDU Format ...................................................254
8.10. PGN 65272 – TRANSMISSION PDU Specific ..................................................251
Default Priority....................................................6
FLUIDS PGN........................................65,275 (00FEFB16)

SAE Excerpt: Byte Bit Content ________________________

J1939-71 Reference ............................................
1 Hydraulic retarder pressure
Broadcast Rate ..................................... 1 second
2 Hydraulic retarder oil temperature
Data Length.............................................. 8 bytes
3-8 Not defined in J1939, all bits set to 1
Data Page .......................................................... 0
PDU Format ...................................................254
PDU Specific ..................................................248 Allison Implementation: J03 software does not
Default Priority.................................................... 6 broadcast this message.
PGN ....................................... 65,272 (00FEF816)

Allison Transmission Datalink Communications – October 2006 Page D-53

9.0 CEC2 PARAMETER RECEPTION
The following parameters are utilized by the CEC2 ECU for normal transmission and driveline retarder operation.
Not all parameters are required for each vocation or installation. Please note the Source Address requirements.

9.1. PGN 60160 – TRANSPORT

PROTOCOL – DATA TRANSFER 9.1.2. PACKETIZED DATA
MESSAGE (TP.DT) Allison Implementation: The CEC2 reads all 5
packets of PGN 65,251 Engine Configuration:
SAE J1939-21 Synopsis: The TP.DT message Packet 1: Data Bytes 1-7
is an individual packet of a multi-packet message Packet 2: Data Bytes 8-14
transfer. For example, if a large message had to Packet 3: Data Bytes 15-21
be divided into five packets in order to be Packet 4: Data Bytes 22-28
communicated then there would be five TP.DT Packet 5: Data Bytes 29-35
messages.
9.2. PGN 60416 – TRANSPORT
[See SAE J1939-21 for more details.]
PROTOCOL – CONNECTION
SAE J1939-21 Reference .................................... MANAGEMENT (TP.CM) BAM
Broadcast Rate ....Per the PGN to be transferred
Data Length.............................................. 8 bytes
SAE J1939-21 Synopsis: TP.CM_BAM
Data Page .......................................................... 0
(Transport Protocol Connection Management
PDU Format ...................................................235
Broadcast Announce Message) is used to inform
PDU Specific ..........255 (Global) for TP.CM.BAM
all network nodes that a large message is about
Default Priority.................................................... 7
to be broadcast. It defines the PGN and number
PGN ...................................... 60,160 (00EB0016 )
of bytes to be sent. After TP.CM_BAM is sent,
the Data Transfer Messages are sent containing
Byte Bit Content________________________
the packetized broadcast data. TP.CM_BAM is
1 Sequence Number only transmitted by the originator.
2-8 Packetized Data (7 bytes). Note the last [See SAE J1939-21 for more details.]
packet of a multipacket Parameter Group
SAE J1939-21 Reference ....................................
may require less than 8 data bytes. The
Broadcast Rate.....Per the PGN to be transferred
extra bytes should be filled with FF16.
Data Length.............................................. 8 bytes
Data Page ..........................................................0
Allison Implementation: Used by CEC2 software to PDU Format ...................................................236
receive Engine Configuration (PGN 65251). Only PDU Specific ........................Destination address
messages from SA00 (Engine #1) are accepted. Default Priority....................................................6
PGN.......................................60,416 (00EC0016 )
9.1.1. SEQUENCE NUMBER
Byte Bit Content ________________________
SAE Excerpt: Sequence numbers are assigned to
packets for transmission on the network during 1 Control Byte
message packetization and then used on reception 2,3 Total Message Size
of packets to reassemble them back into a message. 4 Total Number of Packets
Sequence numbers shall be assigned to individual 5 SAE Reserved
packets beginning with one and continuing 6-8 PGN of Broadcast Message
sequentially until the entire message has been
packetized and transmitted. The packets shall be
sent sequentially in ascending order starting with Allison Implementation: Used by CEC2 software
packet 1. to receive Engine Configuration (PGN 65251).
CEC2 only supports control byte 32, the Broadcast
Data Length: 1 byte Announce Message (TP.CM_BAM).
Data Range: 1 to 255
9.2.1. CONTROL BYTE
SAE Excerpt: Data Range is 16, 17, 19, 32, 255.
Allison Implementation: 32, indicating BAM.

Allison Transmission Datalink Communications – October 2006 Page D-54

9.2.2. TOTAL MESSAGE SIZE 9.3. PGN 61440 – ELECTRONIC
SAE Excerpt: Number of bytes in the message RETARDER CONTROLLER #1:
being packetized. Data Range is 9 to 1785. ERC1
Allison Implementation: J03 software does not
support this parameter. SAE Excerpt:
J1939-71 Reference.............................................
9.2.3. TOTAL NUMBER OF PACKETS Broadcast Rate.........................................100 ms
SAE Excerpt: The number of packets into which Data Length.............................................. 8 bytes
the above bytes will be packeted. Data Range is 1 Data Page ..........................................................0
to 255. PDU Format ...................................................240
PDU Specific ......................................................0
Allison Implementation: J03 software does not Default Priority....................................................6
support this parameter. PGN.........................................61,440 (00F00016)
9.2.4. PGN OF BROADCAST MESSAGE
Byte Bit Content ________________________
Allison Implementation: Set to 65251 (00FEE316)
for Engine Configuration (LSB first). 1 Status_ERC1
8,7 Retarder enable – shift assist switch
6,5 Retarder enable brake assist switch
4-1 Engine/retarder torque mode
2 Actual retarder percent torque
3 Intended retarder percent torque
4 Coolant load increase bit
8-3 Not defined in J1939, all bits set to 1
2,1 Engine coolant load increase
5 Source address of controlling device for
retarder control
6-8 Not defined in J1939, all bits set to 1

Allison Implementation: J03 software does not

support this parameter.

9.3.1. SPN 520 – ACTUAL RETARDER –

PERCENT TORQUE
SAE Excerpt: Actual braking torque of the engine
retarder as a percent of maximum.

Data Length: 1 bytes

Resolution: 1% per bit gain, -125% offset
Data Range: -125% to +125%
Operating Range: -125% to 0%

Allison Implementation: J03 software does not

support this parameter.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-55

9.4. PGN 61441 – ELECTRONIC 9.4.1. SPN 563 – ABS ACTIVE
BRAKE CONTROLLER #1: EBC1 SAE Excerpt: State signal which indicates that the
ABS is active. The signal is set active when wheel
brake pressure actually starts to be modulated by
SAE Excerpt:
ABS and is reset to passive when all wheels are in a
J1939-71 Reference ............................................
stable condition for a certain time. The signal can
Broadcast Rate ........................................ 100 ms
also be set active when driven wheels are in high
Data Length.............................................. 8 bytes
slip (e.g., caused by retarder).
Data Page .......................................................... 0
PDU Format ...................................................240
002 ABS passive but installed
PDU Specific ...................................................... 1
012 ABS active
Default Priority.................................................... 6
102 Reserved
PGN ........................................61,441 (00F00116)
112 Don’t care / take no action
Byte Bit Content________________________
Allison Implementation: CEC2 default responses
1 Status_EBC1 are such that the transmission controller ONLY
8,7 EBS Brake Switch responds to the ABS active state.
6,5 ABS Active
4,3 ASR Brake Control Active
2,1 ASR Engine Control Active
2 Brake Pedal Position
3 Status_EBC2
8,7 Traction Control Override Switch
6,5 ASR ‘Hill Holder’ Switch
4,3 ASR Offroad Switch
2,1 ABS Offroad Switch
4 Measured_Aux_1
8,7 Remote Accelerator Enable Switch
6,5 Auxiliary Engine Shutdown Switch
4,3 Engine Derate Switch
2,1 Accelerator Interlock Switch
5 Engine Retarder Selection
6 8,7 Not Defined
6,5 ABS/EBS Amber Warning State
4,3 EBS Red Warning State
2,1 ABS Fully Operational
7 Source Address of Controlling Device for
Brake Control
8 Not Defined

Allison Implementation: ABS Active is used by

J03 and later software; the message is only received
from SA11 (Brakes – System Controller).

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-56

 ABS Active
Allison CEC2 Response
State

002 No change in transmission

(ABS passive) operation

012 Disable TC lockup and retarder

(ABS active) operation.

102 No change in transmission

operation

112 No change in transmission

operation

Figure 18 – Response to ABS Active Parameter States

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-57

9.5. PGN 61443 – ELECTRONIC Parameter Support
ENGINE CONTROLLER #2: EEC2

SAE Excerpt: J03

J1939-71 Reference ............................................ „ AP kickdown switch............................ Enabled
Broadcast Rate .......................................... 50 ms „ Accelerator pedal (AP) position.......... Enabled
Data Length.............................................. 8 bytes „ Percent load at current speed ............ Enabled
Data Page .......................................................... 0
PDU Format ...................................................240
PDU Specific ...................................................... 3
Default Priority.................................................... 3
Figure 20 – EEC2 Parameter Reception
PGN ........................................61,443 (00F00316)
Support
Byte Bit Content________________________
1 Status_EEC2 9.5.1. SPN 1437 – ROAD SPEED LIMIT STATUS
8,7 Not defined SAE Excerpt: Status (active or not active) of the
6,5 Road speed limit status system used to limit maximum vehicle velocity.
4,3 AP kickdown switch
2,1 AP low idle switch 002 Active *
012 Not Active *
2 Accelerator pedal (AP) position 102 Error
3 Percent load at current speed 112 Not Available
4 Remote accelerator * Clarification of SAE Recommended Practice:
5 ??? The current J1939-71 publication clearly states that
002 indicates a road speed limit is active. While this
6 8-3 Not defined state definition may seem counter-intuitive, it is not a
1,2 Vehicle Acceleration Rate Limit Status typographical error. SAE will be adding clarifying
7-8 Not defined text to this parameter in a future J1939-71 release.

Allison Implementation: Current J03 calibrations

Allison Implementation: EEC2 is supported in J03 interpret 012 as road speed limit active and 002 as
and later software. not active.

9.5.2. SPN 559 – ACCELERATOR PEDAL

Accepted Source Addresses KICKDOWN SWITCH
J03 SAE Excerpt: Switch signal which indicates
whether the accelerator pedal Kickdown switch is
„ AP kickdown switch................................. SA00 opened or closed. The Kickdown switch is defined
„ Accelerator pedal (AP) position .............. SA00 in SAE J1843.
„ Percent load at current speed ................. SA00
002 Kickdown passive
012 Kickdown active
Figure 19 – EEC2 Parameter Source 102 Error
Address Acceptance 112 Not available

Allison Implementation: Parameter used by CEC2

kickdown interface functions in J03 and later special
calibrations. Shift points are altered only when the
Kickdown active state (012) is received.

An acceptable mechanization is required for the

engine controller to determine when to indicate a
‘kickdown active’ state. See VEHICLE FUNCTION
REQUIREMENTS for more information.

Allison Transmission Datalink Communications – October 2006 Page D-58

9.5.3. SPN 91 – ACCELERATOR PEDAL Typically, cruise and road speed governors using
POSITION only vehicle speed and / or acceleration feedback do
SAE Excerpt: The ratio of actual accelerator pedal not exhibit significant changes in Percent Load at
position to maximum pedal position. Although it is Current Speed. The rapid changes described in the
used as an input to determine powertrain demand, it following two sections most often result from the use
also provides anticipatory information to of engine speed and / or acceleration feedback in
transmission and ASR algorithms about driver the controlling governor.
actions.

Data Length: 1 byte

Resolution: 0.4% per bit gain, 0% offset
Data Range: 0% to 100%
Allison Implementation: Parameter supported in
J03 and later software, and is required from SA00
(Engine #1) in J1939-only installations.

Per SAE, the above parameter should reflect the

actual, physical position of the accelerator pedal. If
an engine or other controller modifies the pedal input
with algorithms beyond normal A/D filtering, these
modifications should be reflected in other
parameters where appropriate, such as J1939
Driver’s Demand – Percent Torque or Engine
Demand – Percent Torque.

9.5.4. SPN 92 – PERCENT LOAD AT CURRENT

SPEED
SAE Excerpt: The ratio of the actual percent torque
(indicated) to maximum indicated torque available at
the current engine speed, clipped to zero torque
during engine braking.

Data Length: 1 byte

Resolution: 1% per bit gain, 0% offset
Data Range: 0% to 125%

Allison Implementation: Parameter supported in

J03 and later software, and is required (see
VEHICLE FUNCTION REQUIREMENTS section) in
J1939-only installations utilizing:
„ Cruise control
„ Road speed governing

To avoid shift cycling and potential transmission

damage during cruise control or road speed
governor operation, Percent Load at Current Speed
behavior is required to:
„ Reflect actual engine conditions with minimal
filtering, and
„ Maintain relatively constant values during certain
shift scenarios. Unless the engine is responding
to external TSC1 commands, Percent Load at
Current Speed should not change significantly
during shifts that occur while operating under an
active cruise control or road speed governor.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-59

9.5.4.1. Full Power Downshifts During Cruise 9.5.4.2. Upshifts as Cruise or Road Speed
Control or Road Speed Governing Governor Set Speed is Approached
Cruise control maintains a set vehicle speed, and As vehicle speed increases, an upshift may occur
adjusts engine torque output as needed to do so. just as the cruise control or road speed governor set
On steep grades, cruise governors will request point is approached. Near the set point, the cruise
maximum available engine torque to maintain the or road speed governor tapers off the engine torque
set speed. Still, the vehicle may slow to the point output, which initiates the upshift.
where the transmission will make a power downshift.
If Percent Load at Current Speed jumps significantly
It is understood that minor decreases in Percent during these upshifts, the transmission may
Load at Current Speed may occur during these downshift immediately afterwards. The increase in
downshifts, due to the combination of increased Percent Load at Current Speed during the shift
engine speed and negative slope on the engine impacts the period of time available after the shift in
torque curve. However, if Percent Load at Current which the value must drop below a threshold to
Speed drops significantly during this downshift, the avoid cycling. Requirements are illustrated in the
transmission may upshift immediately afterwards. two figures below.
To avoid this cycling, the following requirements
must be met: The sequence in the figure below illustrates (A) the
jump in Percent Load at Current Speed value during
For full power downshifts that occur while against an the upshift, and (B) the time window after the shift in
active cruise set speed or road speed governor, which Percent Load at Current Speed must drop
Percent Load at Current Speed must not drop by below 89% to prevent shift cycling. If the value does
more than 45% during the shift, and must recover to not peak above 89% during the upshift, shift cycling
a value of at least 77% within 900ms of the end of will not be a problem.
the shift. These requirements are illustrated below:
100%
100%
EEC2 Percent Load at Current Speed

95% 90%

90%
EEC2 Percent Load at Current Speed

80%
A
than 45% during shift

85%
Must not drop more

80% 70%
900ms of end of shift

75%
Must recover to at
least 77% within

60%
70%
B
50%
65%

60% 40%
Veh. Speed

55% Cruise Set Speed

50%
Downshift in Upshift in
45% Process Process
Time Time
Figure 21 – Percent Load Behavior During Figure 22 – Percent Load Behavior During
CC or RSG Full Power Downshifts Upshifts Made Near Cruise or RSG Set Point
The following figure defines the ‘recovery time’
requirements associated with the size of the Percent
Load at Current Speed increase occurring during the

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-60

shift. For example, if the value of Percent Load at
Current Speed jumped up by 55% during the upshift,
it must drop below 89% within 400 ms of the end of
the shift to avoid a shift cycle.

1100
1030 ms
1000
Time (ms) Window to Get Below 89%

900

800
700
to Prevent Shift Cycling

600

500
400 ms
400

300

200

100
B

10 ms
0
0% +48% +67% +86%
Jump in Percent Load at
A Current Speed During Upshift

Figure 23 – Percent Load Timing

Requirements for Upshifts Made Near
Cruise or RSG Set Point

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-61

9.6. PGN 61444 – ELECTRONIC 9.6.1. SPN 899 – ENGINE / RETARDER
ENGINE CONTROLLER #1: EEC1 TORQUE MODE
SAE Excerpt: State signal which indicates which
engine or retarder torque mode is currently
SAE Excerpt:
generating, limiting, or controlling the engine torque.
J1939-71 Reference ............................................
Broadcast Rate .......... Engine Speed Dependent
Data Length.............................................. 8 bytes Bit State Engine / Retarder Torque Mode
Data Page .......................................................... 0
PDU Format ...................................................240 00002 ................... Low idle governor / no request
PDU Specific ...................................................... 4 (default mode)
Default Priority.................................................... 3 00012 ....... Accelerator Pedal / operator selection
PGN: .......................................61,444 (00F00416) 00102 ........................................... Cruise control
00112 ............................................. PTO governor
Byte Bit Content________________________ 01002 ...............................Road speed governor
01012 ................................................ ASR control
1 Status_EEC1 01102 .................................. Transmission control
8-5 Not Defined 01112 .................................................ABS control
4-1 Engine / Retarder Torque Mode 10002 ............................................ Torque limiting
10012 .................................. High speed governor
2 Driver’s Demand Engine – Percent Torque
10102 ........................................... Braking system
3 Actual Engine – Percent Torque 10112 .................................... Remote accelerator
11002 ................................................. Not defined
4,5 Engine Speed
11012 ................................................. Not defined
6 Source Address of Controlling Device for 11102 ...........................................................Other
Engine Control 11112 .............................................. Not Available
7 8-5 Not Defined
4-1 Engine Starter Mode Figure 24 – Engine / Retarder Torque Mode
8 Engine Demand – Percent Torque Support Requirements
Allison Implementation: Parameter supported in
Allison Implementation: Message supported in J03 software.
J03 and later software, and only received from SA00
(Engine #1). Correct support of the bold states in the figure
above may be required for proper transmission
operation if the vehicle is equipped with the related
feature or option and Engine / Retarder Torque
Mode is used to meet the minimum given function
requirements. Refer to VEHICLE FUNCTION
REQUIREMENTS for details.

This parameter may be used alone or in conjunction

with Cruise Control Status for proper selection of
Accelerator Pedal Position or Percent Load at
Current Speed as the valid source of operator /
powertrain demand during cruise control operation.
It may also be used alone or in conjunction with
Road Speed Limit Status for proper selection of the
valid source of operator / powertrain demand during
road speed governor operation.

9.6.2. SPN 513 – ACTUAL ENGINE – PERCENT

TORQUE
SAE Excerpt: The calculated output torque of the
engine. The data is transmitted in indicated torque
as a percent of reference engine torque (see the
Engine Configuration message, J1939-71 ¶ 5.3.17)
The engine percent torque value will not be less
than zero and it includes the torque developed in the

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-62

cylinders required to overcome friction as described desired torque for all phases of a TSC#1 control
in SAE J1939 ¶ 5.2.1.3. sequence.

Data Length: 1 byte Driver’s Demand Engine – Percent Torque

Resolution: 1% per bit gain, -125% offset (reference 5.2.1.4) provides a partial prediction of
Data Range: -125% to +125% the torque the engine wishes to produce after a
TSC#1 command is removed. Included in Driver’s
Allison Implementation: This parameter is used Demand Torque are external requestors to the
by the CEC2 SEM feature logic to determine powertrain such as accelerator pedal, cruise control,
whether to request reduced torque during a shift. and road speed limit governors. However, excluded
from DDT are (1) dynamic commands within the
9.6.3. SPN 1483 – SOURCE ADDRESS OF powertrain such as smoke control, noise control, and
CONTROLLING DEVICE FOR ENGINE low and high speed engine governing, and (2)
CONTROL external TSC#1 commands to the engine such as
SAE Excerpt: The source address of the SAE those generated by traction control.
J1939 device currently controlling the engine. It is
used to expand the torque mode parameter in cases For a controller to properly determine the engine’s
where controls in response to a TCM that is not desired output torque during a TSC#1 sequence, it
listed. Its value may be the source address of the needs knowledge of the torque being scheduled by
TCM transmitting the message (which means that no all active controls within the engine. Since DDT
external SAE J1939 message is providing the active excludes many of these active controllers from its
command) or the source address of the SAE J1939 calculation, it cannot be used to accurately predict
TCM that is currently providing the active command the desired output torque. The effects of the
in a TSC1 or similar message. Note that if this external TSC#1 commands can be approximated by
parameter value is the same as the source address other devices by means of monitoring TSC#1
of the device transmitting it, the control may be due messages to the engine; however the effects of the
to a message on a non-J1939 data link such as SAE engine’s internal dynamic commands are completely
J1922 or a proprietary link. unknown and cannot be estimated.

Data Length: 1 byte Actual Engine – Percent Torque (reference 5.2.1.5)

Resolution: 1/bit gain, 0 offset provides a window to the engine’s desired torque
Data Range: 0 to 256 output when no TSC#1 commands are actively
Type: Status controlling the engine. However, when the engine is
responding to TSC#1 commands, the Actual Engine
Allison Implementation: J03 software does not – Percent Torque parameter is no longer indicative
support this parameter. of the torque that the engine will produce once those
TSC#1 commands are removed.
9.6.4. SPN 2432 – ENGINE DEMAND –
PERCENT TORQUE In simplest terms, Engine Demand – Percent Torque
(or “EDT”) contains the engine’s internal dynamic
SAE Excerpt: The requested torque output of the
commands that are excluded from the Driver’s
engine by all dynamic internal inputs, including
Demand Engine – Percent Torque definition,
smoke control, noise control and low and high speed
including smoke control, noise control, and low and
governing.
high speed governing. With this additional piece of
information, devices on the network that are
Data Length: 1 byte
controlling the engine via TSC#1 messages can
Resolution: 1%/bit gain, -125% offset
determine the torque direction of the engine once
Data Range: -125 to 125%
the current TSC#1 command is relinquished.
Operating Range: 0 to 125%
It is important to note that the proposed EDT
Background: parameter is used as information. The addition of
the EDT parameter should in no way cause a
During periods of TSC#1 engine control, other change to the engine’s actual torque command
devices on the J1939 network may wish to know architecture.
where the engine wants to go once it is released
from TSC#1 control. In order for option transitions of EDT Calculation:
driveline torque between different devices, it
becomes necessary to understand the engine’s When no devices are controlling the engine via
TSC#1 messages, the value of EDT is equal to the

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-63

Actual Engine – Percent Torque parameter. When
the engine is being controlled via a TSC#1 Figure EDT2 illustrates EDT and speed governor
message, it is necessary for the engine controller to output during a typical control sequence. The output
calculate what its’ target torque would be if there of the speed governor may tend to lag the engine’s
were no external commands being received. This torque trace during and after the TSC#1 command
“runner up” in engine control will come from internal sequence. Note however that the TSC#1’s influence
dynamic engine commands. is not factored into EDT; only when the command
sequence ends or is no longer winning in terms of
In the calculation of Actual Engine – Percent Torque, engine control arbitration do the dynamic effects of
the output of the engine’s idle governor must be the speed governor(s) appear in the EDT signal.
considered, along with the impact of the engine’s full
load governor, smoke controls and other internal One method of converting the speed governor
limiting logic. In the determination of the Engine reference to torque is shown in Figure EDT3. The
Demand Torque parameter, these same engine inputs of current engine speed, accelerator pedal
logic components are needed, as indicated in Figure position and the shape of the governor droop curves
EDT1. However, there is a significant difference: can be used to find the equivalent torque output of
These components only affect the Actual Engine – the governor. A lookup table or calculation could be
Percent Torque parameter determination if they are used.
the component actively controlling the engine. In
EDT, any of these components will be used to Special Case #2: “Steep” or zero droop speed
calculate EDT if they are the “runner up” for engine governors
control. Even though these components may lose in
the engine’s internal control arbitration, the engine Using a steady-state approximation with a “steep” or
output torque that they would produce if in command zero droop speed governor can cause large EDT
needs to be found to determine EDT. changes over small speed changes. For example, if
a cruise control governor has a zero droop and the
If speed governors are involved in determining these vehicle speed is just below the cruise set speed, the
components of the EDT calculation, any of the steady-state torque approximation using the method
following 3 special cases may need to be described previously is very large. If vehicle speed
addressed: increases a small amount to above the cruise set
speed, the steady-state torque approximation
Special Case #1: Speed Governors becomes very small or zero.

If the engine governor referenced in Figure EDT1 is As a result, a more accurate steady-state torque
a speed-based governor instead of a throttle table approximation is needed when steep droop
arrangement, a new challenge is presented in governors are involved. A steep droop speed
determining EDT. Since the speed governor output governor is defined as having a droop slope greater
is directly influenced by the TSC#1 command in than 0.2% actual torque per rpm as seen below in
control (for example, integrator anti-windup logic), Figure EDT4.
the speed governor’s output during TSC#1
commands cannot be used to calculate EDT. The following method can be used to determine a
steady-state torque approximation for steep or zero
Instead, an approximation of the speed governor droop governors with fast responding integrator anti-
output without the effects of any TSC#1 commands windup / integrator resetting:
is required for use in the EDT calculation.
“Approximation” refers to removing the effects of 1. Upon a TSC#1 message actively controlling
integrator terms and any other dynamic components engine torque, save the last value of torque
that result from the controlling TSC#1 commands. commanded by the speed governor (τSGo) and
All elements affecting the speed governor reference
should be included before the reference is translated the last value of speed governor error (εSGo).
into terms of torque. 2. During this control sequence, calculate speed
governor error (εSGi)
All control algorithms with dynamic elements (e.g.,
3. Calculate an estimated torque for EDT
speed governors) that execute during TSC#1
commands need to have their outputs replaced by determination use: τSGestimated = τSGo + KpSG *
“steady-state” approximations for use in the EDT (εSGo- εSGi )
calculation. Again note that these approximations
where KpSG is the speed governor proportional
are for use only in the EDT calculation; the actual
gain
engine control logic remains unchanged.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-64

Special Case #3: “Slow Response” Speed integrator anti-windup logic is slow to respond. A
Governors guideline for “slow response” is that the governor
output after 1 second of torque limiting has only
If the speed governor dynamic elements are slow to moved 1/3 of the way to the limit, as shown for
respond to a 1 second torque derate, then the speed example in Figure EDT5.
governor can simply be executed during the TSC#1
event and the output used directly in determining Allison Implementation: J03 software does not
EDT. This is an alternative for a speed governor support this parameter.
which does not contain an integrator, or if the

TSC#1 c ontr ol modes

- Normal Driver's demand % torque
- Speed c ontrol
- Torque control TSC#1 fr om any
- Speed/torque limit c ontr ol source address
(not shown in this figure)
Override
control
Powertrain
mode
priority demand % Engine's desired operating speed
Engine governor torque
(throttl e or s peed)
Max
Cruise or PT O
Min Control mode Max Min Actual engine % torque
gover nor

Road s peed
gover nor Idle governor Full load governor
(including fricti on Smoke control
loss) Noise control

Max Min Engine demand % torque

Remar ks:
1) Contr ol modes ar e defined in s ection 4.2.3.1
2) Powertrai n demand % torque is us ed to Inter nal
calc ulate the engine's desired operati ng speed components of
3) Blac k boxes ar e engine c ontroller functi ons EDT

FIGURE EDT1 – TORQUE COMMANDS AND CALCULATIONS WHEN A “MAXIMUM

LOW IDLE” TECHNIQUE IS USED

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-65

 TSC#1 Torque Limit
Speed Governor Output
Vehicle Demand Torque
Speed Governor Output Approximation for VDT

EDT reflects the equivalent

Speed governor torque of the actual speed
approximations for EDT governor output when the
do not reflect the effects external device is no longer
of the TSC#1 command. winning engine control.
Torque

Time

FIGURE EDT2 – EDT AND SPEED GOVERNOR OUTPUT RELATIONSHIP DURING A

CONTROL SEQUENCE

Full load governor Example operating point

(torque curve)
Steady-state approximation of

Lines of constant
accelerator pedal
position (droop curves)
torque for EDT

60

80
40
20

%
%
%

Engine Speed

FIGURE EDT3 - FINDING EDT TORQUE APPROXIMATION FOR A SPEED GOVERNOR

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-66

 Full load governor
(torque curve)
Actual Engine - Percent Torque
Slope > 0.2%Torque /
RPM is considered
"steep droop"

Engine Speed

FIGURE EDT4 - EXAMPLE OF "STEEP DROOP" SPEED GOVERNOR

Transmission Torque Command Less than 1/3 of the

70 Speed Governor Output way an applied torque
Actual Engine - Percent Torque

limit in 1 second
60

50

40

30

20

10
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
Time

FIGURE EDT5 – EXAMPLE OF “SLOW TO RESPOND” SPEED GOVERNOR

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-67

9.7. PGN 65247 – ELECTRONIC Allison Implementation: J03 software does not
ENGINE CONTROLLER #3: EEC3 utilize these parameters.

SAE Excerpt: 9.9. PGN 65262 – ENGINE

J1939-71 Reference ..................................5.3.13
Broadcast Rate ........................................ 250 ms TEMPERATURE
Data Length.............................................. 8 bytes
Data Page .......................................................... 0 SAE Excerpt:
PDU Format ...................................................240 J1939-71 Reference...................................5.3.28
PDU Specific ..................................................223 Broadcast Rate............................................... 1 S
Default Priority.................................................... 6 Data Length.............................................. 8 bytes
PGN ..................................... 65,247 (00FEDF16 ) Data Page ..........................................................0
PDU Format ...................................................254
Byte Bit Content________________________ PDU Specific ..................................................238
Default Priority....................................................6
1 Nominal Friction – Percent Torque
PGN:...................................... 65,262 (00FEEE16)
2,3 Engine’s Desired Operating Speed
Byte Bit Content ________________________
4 Engine’s Operating Speed Asymmetry
Adjustment 1 Engine Coolant Temperature
5 Engine Parasitic Loss – Percent Torque 2 Fuel Temperature
6-8 Not Defined 3,4 Engine Oil Temperature 1
5,6 Turbo Oil Temperature
Allison Implementation: None of the parameters 7 Engine Intercooler Temperature
in this message are utilized by J03 software.
8 Engine Intercooler Thermostat Opening
9.8. PGN 65259 – COMPONENT ID
Allison Implementation: Available in J03 software,
SAE Excerpt: and only received from SA00 (Engine #1). However,
Broadcast rate.................................... On request none of the data contained in this message is used
Data length..............................................Variable at this time.
Data page........................................................... 0
PDU format ....................................................254
PDU specific...................................................235
Default priority .................................................... 6
PGN ......................................65,259 (00FEEB16 )

Field Content __________________________

a Make
Delimiter (ASCII “*”)
b Model
Delimiter (ASCII “*”)
c Serial number
Delimiter (ASCII “*”)
d Unit number (Power unit)
Delimiter (ASCII “*”)

NOTE – The make, model, serial number and

unit number fields in this message are optional
and separated by an ASCII “*”. It is not
necessary to include all fields; however, the
delimiter (“*”) is always required.

Allison Transmission Datalink Communications – October 2006 Page D-68

9.10. PGN 65251 – ENGINE 25 Requested Speed Control Range Lower
CONFIGURATION Limit
26 Requested Speed Control Range Upper
SAE Excerpt: This map describes the stationary Limit
behavior of the engine and the speed dependent 27 Requested Torque Control Range Lower
available indicated torque. This map should Limit
reflect the effect of changes due to barometric
pressure, engine temperature, and any other 28 Requested Torque Control Range Upper
stationary changes (sensor failures, etc.) which Limit
influence the engine torque curve more than 29,30 Extended Range Requested Speed
10%. This map is only valid for maximum boost Control Range Upper Limit
pressure. At low boost pressures the torque limit 31,32 Engine Inertia
may be much lower. 33,34 Default Engine Torque Limit for
Transmission
The engine configuration message must be sent
at any time that the engine configuration map has
changed by more than 10% of speed or torque Allison Implementation: Engine Configuration can
(due to events other than boost pressure) since be received by CEC2 software but the data is not
that last time the message was transmitted. As currently used but the reference engine torque may
an alternative, it may be sent periodically, once be used in future SEM enhancements.
every 5 s. It shall also be sent on response to a
configuration request message.

SAE J1939-71 Reference .... 5.3.17 (and 5.2.4.1)

Broadcast Rate ....................................................

On change of torque/speed points of more than
10% since last transmission, or every 5 seconds.

Data Length............................................ 28 bytes

Data Page .......................................................... 0
PDU Format ...................................................254
PDU Specific ..................................................227
Default Priority.................................................... 6
PGN ......................................65,251 (00FEE316 )

Byte Content __________________________

1,2 Engine Speed at Idle, Point 1
3 Percent Torque at Idle, Point 1
4,5 Engine Speed at Point 2
6 Percent Torque at Point 2
7,8 Engine Speed at Point 3
9 Percent Torque at Point 3
10,11 Engine Speed at Point 4
12 Percent Torque at Point 4
13,14 Engine Speed at Point 5
15 Percent Torque at Point 5
16,17 Engine Speed at High Idle, Point 6
18,19 Gain (KP) of Endspeed Governor
20,21 Reference Engine Torque
22,23 Maximum Momentary Engine Override
Speed, Point 7
24 Maximum Momentary Engine Override
Time Limit

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-69

 Accepted Source Addresses
9.11. PGN 65265 – CRUISE CONTROL /
VEHICLE SPEED: CCVS J03
„ Cruise Control State ................................ SA00
SAE Excerpt:
J1939-71 Reference ............................................ Figure 26 – CCVS Parameter Source
Broadcast Rate ........................................ 100 ms Address Acceptance
Data Length.............................................. 8 bytes
Data Page .......................................................... 0
PDU Format ...................................................254 9.11.1. SPN 597 – BRAKE SWITCH
PDU Specific ..................................................241 SAE Excerpt: Switch signal which indicates that the
Default Priority.................................................... 6 brake pedal is being pressed. It is necessary for a
PGN ....................................... 65,265 (00FEF116) safe drivetrain behavior that the brake switch is set
before the brakes are active (cruise control function).
Byte Bit Content________________________
002 Brake pedal released
1 Measure_SW1 012 Brake pedal depressed
8-5 Not Defined
4,3 Parking Brake Switch Allison Implementation This parameter is not
2,1 Two Speed Axle Switch supported in J03 software.
2,3 Wheel-based Vehicle Speed
9.11.2. SPN 527 – CRUISE CONTROL STATUS
4 Measure_CC_SW1
SAE Excerpt: This parameter is used to indicate
8,7 Clutch Switch the current state or mode of operation by the cruise
6,5 Brake Switch control device. This is a Status Parameter.
4,3 Cruise Control Enable Switch
2,1 Cruise Control Active
5 Measure_CC_SW2 Bit State Cruise Control State
8,7 Cruise Control Accelerate Switch 0002 ................................................Off / Disabled
6,5 Cruise Control Resume Switch 0012 ..............................................................Hold
4,3 Cruise Control Coast Switch 0102 ................................................... Accelerate
2,1 Cruise Control Set Switch 0112 ...................................... Decelerate / Coast
6 Cruise Control Set Speed 1002 ........................................................Resume
1012 ................................................................ Set
7 State_CC 1102 .................................. Accelerator Override
8-6 Cruise Control State 1112 ................................................ Not Available
5-1 PTO State
8 Measure_Idle_SW1 Figure 27 – Cruise Control State Definitions
8,7 Engine Shutdown Override Switch Allison Implementation: Parameter used in J03
6,5 Engine Test Mode Switch and later software.
4,3 Idle Decrement Switch
2,1 Idle Increment Switch Correct support of the bold states in the figure
above may be required for proper transmission
Allison Implementation: Supported in J03 and operation if the vehicle is equipped with cruise
later software. control and Cruise Control Status is used to meet
the minimum given function requirements. Refer to
the section on SPECIFIC FUNCTION OR FEATURE
REQUIREMENTS for details.
Parameter Support
This parameter may be used alone or in conjunction
J03 with Engine/Retarder Torque Mode for proper
„ Cruise control state .............................Enabled selection of Accelerator Pedal Position or Percent
Load at Current Speed as the valid source of
operator / powertrain demand during cruise control
operation. All modes must be correctly supported,
Figure 25 – CCVS Parameter Reception or improper shift scheduling may occur during cruise
Support control operation.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-70

10.0 PROPRIETARY MESSAGES
The following messages are utilized in the CEC2 10.1.2. MESSAGES FROM THE TRANSMISSION
system for diagnostic and reprogramming purposes. TO THE DIAGNOSTIC TOOLS
Messages are broadcast from SA03 (Transmission
10.1. PGN 61184 – PROPRIETARY “A” #1) to destination address 248 or 249 (Diagnostic
Tool #1 or #2). Broadcast rates may be up to once
SAE J1939-21 Excerpt: This proprietary PG per 16ms.
uses the Destination Specific PDU Format
allowing manufacturers to direct their proprietary When sent to Diagnostic Tool #1, the 248
communications to a specific destination node. destination address results in a PDUF / PDUS value
How the data field of this message is used is up of 00EFF816 (61432). When sent to Diagnostic Tool
to each manufacturer. Use of proprietary #2, the 249 destination address results in a PDUF /
messages is at the manufacturer’s discretion with PDUS value of 00EFF916 (61433).
the constraint that significant percentages (2% or
more) of vehicle network utilization must be 10.1.3. DISCREPANCY WITH SAE
avoided. RECOMMENDED PRACTICE
Use of Source Addresses 248 and 249 for
Broadcast Rate ................ Per user requirements Diagnostic Tools #1 and #2 respectively does NOT
Data Length................................. 0 to 1785 bytes match up with the SAE Recommended Practice of
(multipacket supported) Source Addresses 249 and 250 for these tools.
Data Page .......................................................... 0
PDU Format ...................................................239 The reason is that Allison began using these
PDU Specific ..................... Destination Address * messages during very early development of the
Default Priority.................................................... 6 J1939-21 standard; the standard ended up being
PGN ..........................................................61,184 different than what Allison had already implemented.
With the legacy of Allison service tools using these
* Allison discrepancy with SAE; see text.
addresses, they will likely not be changed unless an
issue arises; none have to this point.
Allison Implementation:
Data length of all messages is 8 bytes.

10.1.1. MESSAGES FROM THE DIAGNOSTIC

TOOLS TO THE TRANSMISSION
Messages are broadcast from either SA248 or
SA249 to destination address 03 (Transmission #1).
The 03 destination address results in a PDUF /
PDUS value of 00EF0316 (61187).

The broadcast rate varies, dependent on the

function the Diagnostic Tool is performing. The
following outlines the rate versus function:
„ Recalibrate ECU (up to 96 Kbytes) –
Approximately 25,000 messages. Baud Rate /
System Performance Limited (Used only in
ATD/OEM factory or for service).
„ Load Application Program (up to 128 Kbytes)
– Approximately 33,000 messages. Baud Rate /
System Performance Limited (Used only in ATD
/ OEM factory or for service).
„ Engineering Diagnostic Tool – 18 messages
initially, Baud Rate Limited. Then one message
per ten seconds.

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-71

11.0 J1939 HARDWARE
11.1. BUS LOADING 11.3. BIT TIMING REGISTERS
With J03 software, the CEC2 contribution to J1939 The Bit Timing Registers of the CEC2 Controller are
bus loading typically averages 4.8%. Typical peak set such that they produce the following CAN chip
loading is 8.3%; this is seen during periods where settings (based on a 16.0000 MHz clock frequency):
the CEC2 is sending TSC#1 commands to the
engine, such as during shifts. „ BRP .................................................................. 1
„ SJW .................................................................. 1
11.2. J1939 CAN INPUT SCHEMATIC „ TSEG1............................................................ 13
„ TSEG2.............................................................. 2
A schematic of the CAN input circuitry for Allison „ Samples............................................................ 3
CEC2 J03 and newer ECUs is shown for reference „ Sample Point ............................................87.5%
in the figure below. Contact your Allison Application
Engineer if further clarification is required. 11.4. J1939 BACKBONE LAYOUT
OVERVIEW
The figure on the next page illustrates the layout of a
typical J1939 network and some of the terminology
associated with it. This schematic is not intended to
replace the detail found in the SAE documents; it’s
an overview for those just getting acquainted with
on-board vehicle networks.

Figure 28 – CEC2 CAN Input Circuitry Schematic

Allison Transmission Off-Highway Datalink Communications – October 2006 Page D-72

 Backbone Pin-Outs Tips

J1939 Datalink
Backbone LCT WT3 Wiring - To extend a pre-made backbone, use
A B A = CAN High J1-29 S13 "Y" connector DT04-3P-P007.
B = CAN Low J1-32 S29 Diagnostic Tip - With all nodes unplugged &
C = CAN Shield J1-31 S12
Allison Layout Overview
t he t er m i nat i on r esi st or s i n pl ace, an
Typically , CAN High is yellow ohmmeter should read 60 ohms across pins
C
Transmission wire and CAN Low is green wire. "A" and "B".

T wo T E R M I N A T I O N A = Ground
E D
RESIST O RS are Allison F
C
B = +12 Volt (Unswitched)
C = J1939 High (Yellow)
required; one at each end
of the backbone. They
Controller G
A B D = J1939 Low (Green)
E = J1939 Shield
J
must be 120 ohm and H F = J1587 + (typically blue)
G = J1587 - (typically white)
always use blue wedge The BACKBONE is the cable Stubs must H & J = For OEM use
locks. The Deutsch parts between the two termination be s p a c e d
shown have the resistor resistor connections. It must at l east 10 TMC In-Cab Diagnostic
built in the casing. be 120 ohm i mpedance cm apart. Bulkhead Housing
DT06-3S-P006
shielded cable and no longer HD16-9-1939S
(Plug version)
than 40 meters.

Cable suppliers
include Belden, Brand-
DT04-3P-P006 Rex, Champlain &
(Receptacle version) Blue Wedge Lock W3P-1939
Raychem. Pins 0460-202-1631
The SHIELD should:
P L U G c onnec t or s Housing DT04-3P-E008
Blue Wedge Lock W3S-1939 ƒ Connect directly to the
battery ground with orange wedge
Pins 0462-201-1631 Orange Wedge Lock W3S
terminal. locks are typically use
Housing DT06-3S-E008 Pins 0462-201-1631
on the backbone
ƒ Break out of the stubs.
Housing DT06-3S-E008
backbone as close to
A S T U B tees of f the its' center as possible. RECEPTACLE
backbone, and includes the connectors are
length of wiring on the node. typically used on
Total stub length must be 1 Orange Wedge Lock W3P nodes. Bulkhead
meter or less. All unused stubs on the
Pins 0460-202-1631 receptacle body DT04-
backbone must be
Housing DT04-3P-E008 3P-LE08 is shown
covered with caps.
here.

Engine ABS A NODE is an electronic

controller attached at
Controller Controller the end of a stub. File.......Visio J1939 Layout.JPG
Author.....................Kevin Karch
Version.........................04.19.02

Figure 29 – J1939 Hardware Layout Overview

Allison Transmission Datalink Communications – October, 2006 Page D-73

11.5. J1939 CABLING  The SAE community is currently experimenting
with SAE J1939-15, sometimes known as
11.5.1. SHIELDING “J1939 Lite”, which mainly involves the deletion
SAE J1939 was originally founded on the use of a of the robust shielding prescribed by J1939-11.
two-wire twisted pair cable surrounded by a shield Although J1939 Lite presents potential
accompanied by a drain wire throughout the length advantages of simplicity and lower initial cost to
of the cable. The specifications of this cable can be the vehicle manufacturer, its lack of shielding
found in J1939-11, “Recommended Practice for can make the vehicle system susceptible to
Physical Layer - 250k Baud, Shielded Twisted Pair”. electromagnetic interference. Such interference
is extremely difficult to quantify and predict, and
Shielded cable has one main benefit: Significantly it could be generated or influenced by
reduced susceptibility to electrical noise that may be components or modifications performed on the
present in the cable’s environment. However, vehicle after manufacture by the primary OEM.
shielding does have some drawbacks; it makes the Additionally, it is well known within the industry,
cable more expensive as well as unwieldy in terms malfunctions due to electromagnetic interference
of making connections and cable routing. can be extremely difficult to diagnose and
correct. Therefore, Allison Transmission does
The creation of SAE J1939-15 in the late 90’s not recommend the use of J1939 Lite.
allowed the use of twisted pair, unshielded cable in  Vehicle OEM’s install a J1939 Lite “backbone” at
J1939 networks. Unshielded cable is cheaper and their own risk and are responsible to perform the
easier to manipulate, but more susceptible to design and validation to assure unwanted or
external noise. As a result, greater care must be improper signals are not induced in the CAN
taken in the vehicle routing of the unshielded cable. wires.
While not a requirement, Allison continues to  For cases in which the use of a J1939 Lite
recommend use of J1939-11 (shielded) cable. Text “backbone” (or any other deviations from
from Allison WATCH #233 is listed below, and is the Jl939/11) causes transmission malfunctions,
official ATD position on the J1939-15 cable: ATD will not be held responsible for the costs
associated with vehicle modifications or repairs.”
11.5.2. WATCH #233 – ALLISON TRANSMISSION
POSITION ON SAE J1939-15 11.5.3. ROUTING
“The Controller Area Network (CAN) systems The Allison WATCH above makes reference to
defined by SAE J1939 can provide significant malfunctions due to “electromagnetic interference”.
advantages when integrating various components In practical terms, reducing the possibility of this
into an overall vehicle system. Development of this interference can be helped by routing the cable to
system has involved cooperation among suppliers avoid the following:
and primary manufacturers within the commercial  Solenoids
vehicle industry.
 Alternators
As the supplier of a major system component,  Flasher modules
Allison Transmission deems it appropriate and  High output CB radios
important to communicate its position regarding the  Starter motors
roles and responsibilities in the design, manufacture,
and service of SAE J1939 vehicle CAN links. In the  Relays
interest of clarity, the most important points are listed  Any high-current switching device
below:
 The J1939 “backbone” is the responsibility of the
vehicle manufacturer, as is the other vehicle
interface wiring.
 Requirements for the “backbone” are clearly
defined by SAE Jl939/11, including twisted wire
pairs and robust shielding.
 In case of malfunction relating to any vehicle
CAN link or interface wiring, the first line of
responsibility for diagnosis and repair lies with
the vehicle manufacturer.

Allison Transmission Datalink Communications – October, 2006 Page D-74

11.5.4. CABLE SUPPLIERS 11.6. J1939 CONNECTOR
While ATD does not recommend any specific cabling INFORMATION
supplier, the following companies were producing
J1939-compatible cabling at the time of document 11.6.1. CONNECTOR SUPPLIERS
publication: Deutsch IPD is one of the more common connector
suppliers for J1939. They can be contacted at:
BELDEN WIRE AND CABLE COMPANY
2200 U.S. Highway 27 South DEUTSCH INDUSTRIAL PRODUCTS DIVISION
Richmond, IN 47374 3850 Industrial Avenue
Phone: 1-800-235-3361 Hemet, CA 92545
Fax: 765-983-5294 Phone: 909-765-2250
Web: www.belden.com Fax: 909-765-2255
Web: www.deutschipd.com
BICC BRAND-REX COMPANY
1600 West Main Street 11.6.2. WEDGE LOCK COLORS
Willimantic, CT 06226-1128
J1939 network connectors were developed from
Phone: 203-456-8000
Deutsch’s “DT” connector series, which traditionally
used grey connector bodies with orange wedge
CHAMPLAIN CABLE CO.
locks. For J1939, orange locks were used for node
175 Hercules Drive
connections while blue wedge locks were added to
Colchester, VT 05446
indicate termination resistors.
Phone: 1-800-451-5162
Fax: 802-654-4244
Around 1999, Deutsch introduced a new DT version
Web: www.champcable.com
with improved seal retention on the plugs. These
connectors are distinguished by their black color,
RAYCHEM
and use either green (node connections) or blue
Raychem Direct Marketing
(termination resistors) wedge locks.
Phone: 1-800-926-2425 or 650-361-3860
Web: www.raychem.com
Node wedge lock color changed from orange to
green to signify the new seal retention design.
Termination resistor wedge locks remained blue to
designate J1939 termination resistors; however,
they do have a new part number because of the new
seal retention design. The wedge locks and seals
for the black plug connector assemblies cannot be
interchanged with those on the grey plug connector
assemblies.

Due to the high volume of questions received, an

overview of more commonly used connectors is
shown on the following page. Contact your local
Deutsch supplier for additional information.

Allison Transmission Datalink Communications – October, 2006 Page D-75

11.6.3. COMMONLY USED PART NUMBERS

11.6.3.1. Receptacles
DT04-3P-P007 ...........Grey receptacle, “Y” connector (shown at right)
DT04-3P-E008 ...........Grey receptacle, w/shrink boot adapter (shown at right)
DT04-3P-LE08 ...........Grey receptacle, w/bulkhead flange and shrink boot adapter on tail
DT04-3P-P007
DT04-3P-P006 ...........Grey receptacle, w/120 Ohm termination resistor (shown at right)
DT04-3P-EE01 ...........Black receptacle, w/shrink boot adapter on tail
DT04-3P-EP10 ...........Black receptacle, w/120 Ohm termination resistor
W3P ...........................Wedge lock for all receptacles, previously Orange, now Green (functionally
identical)
W3P-1939 ..................Wedge lock for grey termination resistor receptacle, Blue
0460-202-1631...........Pin, size 16, gold
1060-16-0144.............Pin, size 16, gold, stamped and formed DT04-3P-E008
0460-247-1631...........Pin, size 16, extended

11.6.3.2. Plugs
DT06-3S-E008 ...........Grey plug, w/shrink boot adapter on tail (shown in assembly at right)
DT06-3S-P006 ...........Grey plug, w/120 Ohm termination resistor (shown at right)
W3S ...........................Wedge lock for grey plug, Orange
W3S-1939 ..................Wedge lock for grey plug, Blue
DT06-3S-EP11 ...........Black plug, w/shrink boot adapter and seal retention groove on front. Two piece DT04-3P-P006
molding like the DT06-3S-E008.
DT06-3S-PP01 ...........Black plug, w/120 Ohm termination resistor and seal retention groove
DT06-3S-PE01 ...........Black plug, w/120 Ohm termination resistor w/seal retention groove and latch
guard
DT06-3S-P032 ...........Black plug, w/shrink boot adapter and seal retention groove (shown in assembly
at right). This is a stronger single piece molding, and is shorter than the EP11.
W3S-1939-P012.........Wedge lock for black termination resistor plug, Blue w/seal retention lip
W3S-P012..................Wedge lock for black plug, Green w/seal retention lip (replaces Orange wedge DT06-3S-E008
lock)
0462-201-1631...........Socket, size 16, gold
1062-16-0144 .............Socket, size 16, gold, stamped and formed
0462-221-1631...........Socket, size 16, extended

11.6.3.3. Universal 9-Pin Diagnostic

HD10-9-1939P ...........Receptacle (shown in assembly at right)
HD10-9-1939PE .........Receptacle w/reduced wire seal (for smaller wire, such as 18 gauge) DT06-3S-P006
HD16-9-1939S ...........Plug, w/coupling ring
HD16-9-1939SE.........Plug, w/coupling ring and reduced wire seal
HD17-9-1939S ...........Plug, no coupling ring (slip on)
HD17-9-1939SE.........Plug, no coupling ring (slip on), reduced wire seal
0460-202-1631...........Pin, size 16, gold
0460-247-1631...........Pin, size 16, extended
0462-201-1631...........Socket, size 16, gold DT06-3S-P032

0462-221-1631...........Socket, size 16, extended

Note that while every effort has been made to ensure correct part information above, please
check with your Deutsch connector supplier for the latest information.

HD10-9-1939P

Allison Transmission Datalink Communications – October, 2006 Page D-76

12.0 ACRONYMS AND ABBREVIATIONS
ABS............Anti-Lock Brake System PCCS ........ Production Calibration Configuration
AP ..............Accelerator Pedal System
ASCII .........American Standard Code for Information PDU .......... Protocol Data Unit
Interchange PF ............. PDU Format
ASR ...........Anti-Slip Regulation or Acceleration Slip PGN .......... Parameter Group Number
Regulation PID ............ Parameter Identifier
ATA ............American Trucking Association PS ............. PDU Specific
ATC............Automatic Traction Control R................ Reverse
ATD............Allison Transmission Division RELS......... Reduced Engine Load at Stop (ATD
BAM ...........Broadcast Announce Message feature)
CAN ...........Controller Area Network RMR.......... Retarder Modulation Request
CCVS.........Cruise Control - Vehicle Speed RSG .......... Road Speed Governor
message SA ............. Source Address
D ................Drive SAE........... Society of Automotive Engineers
DA ..............Destination Address SEM .......... Shift Energy Management (ATD feature)
DDT ...........Driver’s Demand – Percent Torque SIP ............ Shift in Progress
DTC ...........Diagnostic Trouble Code SPN........... Suspect Parameter Number
ECU ...........Electronic Control Unit TC ............. Torque Converter
EDT............Engine Demand – Percent Torque TCM .......... Transmission Control Module
EEC1 .........Electronic Engine Controller #1 TP.CM....... Transport Protocol – Connection
message Management
EEC2 .........Electronic Engine Controller #2 TP.DT........ Transport Protocol – Data Transfer
message TSC1......... Torque / Speed Control #1 message
EM..............Engineering Memorandum V8.............. Version 8 software, released to
ERC1 .........Electronic Retarder Controller #1 production April 1998
message V8A ........... Version 8A software, released to
FMI.............Failure Mode Identifier production April 1999
FMVSS ......Federal Motor Vehicle Safety Standard V9.............. Version 9 software, released to
GE..............Group Extension production April 2000
LRTP..........Lower Range Torque Protection V9A ........... Version 9A software, released to
LSB ............Least Significant Byte production April 2001
ms ..............Milliseconds V9B ........... Version 9B software, released to
MSB ...........Most Significant Byte production April 2002
N ................Neutral WT ............ World Transmission
NA ..............Not available WTEC ....... World Transmission Electronic
OEM...........Original Equipment Manufacturer Controller
P.................Park

Allison Transmission Datalink Communications – October, 2006 Page D-77

13.0 CHANGE HISTORY
February 2004
Initial Release

October 2006
IPage D-16 Figure 1, Transmission Engine
Crank Enable was “OFF”

Allison Transmission Datalink Communications – October, 2006 Page D-78

14.0 APPENDIX A: REQUIRED ENGINE GOVERNOR
CHARACTERISTICS FOR SEM AND LRTP
While the following ‘Good’ governor characteristics 14.2. OPTIMUM ENGINE GOVERNOR
are required for ATD’s Shift Energy Management CHARACTERISTICS FOR
(SEM) and Lower Range Torque Protection (LRTP)
functions, they will also provide improved shift AUTOMATIC TRANSMISSIONS
quality and drive-ability with all Allison transmissions. The optimum governor actually falls somewhere in
between the pure limiting speed governor and the
14.1. FUNDAMENTAL DESIGN pure variable speed governor. Optimum governors
PREMISE OF AUTOMATIC produce constant engine horsepower versus engine
TRANSMISSIONS speed for a given part throttle position.

A fundamental premise in the design of automatic To accomplish this, engine throttle progression must
transmissions is that throttle position controls engine be such that a given throttle percentage produces
torque, as opposed to engine speed. nearly the same percentage of power, as shown in
Figure 60.
A ‘Good’ governor with this characteristic is
illustrated on the left side of Figure 58. Relatively This design yields constant torque and power at the
flat throttle curves mean increasing the throttle input transmission output before and after a shift, and
will increase engine torque output. In truck industry therefore minimizes driveline disturbance during the
jargon, governors of this type are often referred to as shift. The constant output results in the best shift
‘Min/Max’ or ‘Limiting Speed’ governors, or a ‘Power quality and smooth vehicle acceleration.
Throttle’.
Approximately 200 - 300 rpm of high idle governor
For a given throttle position, the vehicle will droop is required.
accelerate smoothly, and easily reach part throttle
shift points. When a shift does occur, as shown on
the right side of Figure 59, there is relatively little
change in engine torque. This results in a smoother,
more quiet shift.

In contrast, a ‘Less than optimal’ governor

arrangement is illustrated on the right side of Figure
58. With steep throttle curves, increases in throttle
position will increase engine speed. Governors of
this type are often referred to as ‘Variable Speed’ or
‘All Speed’ governors, or a ‘Speed Throttle’.

Here, at a given throttle position, engine speed

cannot reach the upshift point unless the driver adds
more throttle. As shown on the left side of Figure
59, there is a large change in engine torque if a shift
does occur. This results in noticeable vehicle surge,
as well as increased engine noise and clutch slip.

Allison Transmission Datalink Communications – October, 2006 Page D-79

 Figure 30 – Definitions of Governor Types

Figure 31 – Part Throttle Upshift Characteristics

Allison Transmission Datalink Communications – October, 2006 Page D-80

 Figure 32 – Example of Optimum Governor Using Part Throttle Constant Horsepower Approach

Allison Transmission Datalink Communications – October, 2006 Page D-81

15.0 APPENDIX B: REQUIRED ENGINE RESPONSE
CHARACTERISTICS FOR SEM AND LRTP
While the following characteristics are required for
6. The engine must accept a full (0 – 100%) range
use of ATD’s Shift Energy Management (SEM) and
of TSC1 torque limits. TSC1 torque limits
Lower Range Torque Protection (LRTP) features,
should not stall the engine.
they will provide improved shift quality and drive-
ability with any Allison transmission. An example of acceptable engine torque response
during an upshift is shown below. The values reflect
15.1. GENERAL TSC1 TORQUE LIMIT ATD estimates of gross brake torque, not “indicated”
COMMAND RESPONSE or “measured” torque.

In general, engine torque response to ATD TSC1

torque limits are required to have the following 6
characteristics:
1. Engine torque output at the flywheel must reach
the commanded limit within 100 ms of ATD
placing the command on the J1939 datalink.
2. While ATD TSC1 torque limits are controlling the
engine, the engine’s Actual Engine – Percent
Torque broadcast must be within 2% of the
TSC1 commanded torque limit.
3. The engine must respond quickly to the removal
of torque limits:

When a torque limit is removed, the engine

must – within 150 ms – produce the same
torque output (for the given engine speed Figure 33 – Acceptable Engine Torque
and accelerator pedal) as if the engine had Response to ATD Torque Limit Command
been not torque limited by the transmission.
For example, after a wide-open throttle
(WOT) upshift, maximum torque output for
the current engine speed must resume within
150 ms of the torque limit being removed or
set greater than the 100% torque curve.

Slow torque recovery can cause a noticeable

drop in output torque and poor shift quality.
Causes for slow recovery may include:
 Improper resetting of an engine governor
dynamic element such as an integrator,
 Engine governor gains that provide too
low of a system bandwidth, and/or
 In turbocharged diesel applications, loss
of boost pressure coupled with “air-fuel
ratio” or “smoke” control limits.

4. Error between Actual Engine – Percent Torque

and measured engine torque must be within
±5%. ±10% may be conditionally acceptable.
5. LRTP requires the engine to accept TSC1
torque limits for an unlimited amount of time
(see stall test below).

Allison Transmission Datalink Communications – October 2006 Page D-82

15.2. TORQUE RESPONSE DURING 15.2.1.1. Full Power Downshifts During Cruise
SHIFTS IN CRUISE CONTROL OR Control or Road Speed Governing
ROAD SPEED GOVERNING Cruise control maintains a set vehicle speed, and
adjusts engine torque output as needed to do so.
In addition to the general TSC1 responses above, On steep grades, cruise governors will request
there are further SEM / LRTP requirements if cruise maximum available engine torque to maintain the
control or road speed governors are involved. set speed. Still, the vehicle may slow to the point
where the transmission will make a power downshift.
15.2.1. BACKGROUND: SHIFTS WITHOUT SEM
Text in this section is repeated from ‘Allison It is understood that minor decreases in Percent
Implementation’ as stated under EEC2 Percent Load Load at Current Speed may occur during these
at Current Speed. downshifts, due to the combination of increased
engine speed and negative slope on the engine
To avoid shift cycling and potential transmission torque curve. However, if Percent Load at Current
damage during cruise control or road speed Speed drops significantly during this downshift, the
governor operation, Percent Load at Current Speed transmission may upshift immediately afterwards.
behavior is required to: To avoid this cycling, the following requirements
must be met:
„ Reflect actual engine conditions with minimal
filtering, and For full power downshifts that occur while against an
active cruise set speed or road speed governor,
„ Maintain relatively constant values during certain
Percent Load at Current Speed must not drop by
shift scenarios. Unless the engine is responding
more than 45% during the shift, and must recover to
to external TSC1 commands, Percent Load at
a value of at least 77% within 900ms of the end of
Current Speed should not change significantly
the shift. These requirements are illustrated below:
during shifts that occur while operating under an
active cruise control or road speed governor.
100%
Typically, cruise and road speed governors using
only vehicle speed and / or acceleration feedback do 95%
not exhibit significant changes in Percent Load at
Current Speed. The rapid changes described in the 90%
EEC2 Percent Load at Current Speed

following two sections most often result from the use

of engine speed and / or acceleration feedback in
than 45% during shift
85% Must not drop more
the controlling governor.
80%

900ms of end of shift

75%
Must recover to at
70% least 77% within

65%

60%

55%

50%
Downshift in
45% Process
Time

Figure 34 – Percent Load Behavior During

CC or RSG Full Power Downshifts

Allison Transmission Datalink Communications – October 2006 Page D-83

15.2.1.2. Upshifts as Cruise or Road Speed shift. For example, if the value of Percent Load at
Governor Set Speed is Approached Current Speed jumped up by 55% during the upshift,
As vehicle speed increases, an upshift may occur it must drop below 89% within 400 ms of the end of
just as the cruise control or road speed governor set the shift to avoid a shift cycle.
point is approached. Near the set point, the cruise
or road speed governor tapers off the engine torque 1100
output, which initiates the upshift. 1030 ms
1000

Time (ms) Window to Get Below 89%

If Percent Load at Current Speed jumps significantly
900
during these upshifts, the transmission may
downshift immediately afterwards. The increase in 800
Percent Load at Current Speed during the shift
impacts the period of time available after the shift in 700

to Prevent Shift Cycling

which the value must drop below a threshold to 600
avoid cycling. Requirements are illustrated in the
two figures below. 500
400 ms
400
The sequence in the figure below illustrates (A) the
jump in Percent Load at Current Speed value during 300
the upshift, and (B) the time window after the shift in
200
which Percent Load at Current Speed must drop
below 89% to prevent shift cycling. If the value does 100

B
not peak above 89% during the upshift, shift cycling 10 ms
will not be a problem. 0
0% +48% +67% +86%
Jump in Percent Load at
A Current Speed During Upshift
100%
EEC2 Percent Load at Current Speed

Figure 36 – Percent Load Timing

90%
Requirements for Upshifts Made Near
Cruise or RSG Set Point
80%
A
15.2.2. POWER DOWNSHIFTS WITH SEM
With SEM, cruise control systems must still attempt
70%
to maintain torque during power downshifts, except
when interrupted by ATD TSC1 torque reduction
commands.
60%
When honored, these torque reductions are correctly
B reflected in engine broadcast parameters such as
50% Percent Load at Current Speed and Actual Engine –
Percent Torque. To understand the engine’s
40% desired torque output level sans external TSC1
influences, ATD torque limit commands are based
on Engine Demand – Percent Torque.
Veh. Speed

Cruise Set Speed

In the case of a power downshift during cruise
Upshift in
control operation, Engine Demand – Percent Torque
Process should reflect the torque level requested by the
cruise algorithm. If ATD commands result in
Time improper engine torque reduction during cruise
control, typically the cause is incorrect behavior of
Figure 35 – Percent Load Behavior During Engine Demand – Percent Torque during the shift.
Upshifts Made Near Cruise or RSG Set Point
15.2.3. UPSHIFTS WITH SEM
The following figure defines the ‘recovery time’
Torque response during SEM upshifts in cruise
requirements associated with the size of the Percent
control should be very similar to that during throttle-
Load at Current Speed increase occurring during the

Allison Transmission Datalink Communications – October 2006 Page D-84

controlled upshifts. For test purposes, “resuming” to
a high cruise set speed while at a low vehicle speed
can create these upshifts.

15.3. TORQUE RESPONSE DURING

UPSHIFTS FROM ENGINE’S HIGH
SPEED GOVERNOR
Manual upshifts via the shift selector while the
engine is operating against its’ high speed governor
are sometimes known as ‘hold override’ upshifts in
ATD terminology.

Regardless of throttle or cruise control operation,

these upshifts should result in the engine attempting
to increase torque throughout the shift. As a result,
Engine Demand – Percent Torque should increase
throughout the shift as well.

As with cruise control operation, decreases in

engine torque output should only result from ATD
torque limit commands.

15.4. LOW SPEED GOVERNOR

RESPONSE
When the vehicle driveline is under no load and the
torque converter lockup clutch is released (such as
while coasting), the engine will naturally fall to the
low speed governor. For these situations, low speed
governor’s response is required to be approximately
critically damped; at a minimum, it should not be too
underdamped.

ATD releases the torque converter immediately

preceding some shifts (such as a 2-1 downshift),
and if engine speed is oscillating wildly at this point,
the turbine response may lead to poor shift quality.
The transmission may also adapt shifts incorrectly.

15.5. TORQUE RESPONSE TO

THROTTLE TIP-IN
During transitions from zero to any amount of throttle
(small, part, or full), engine torque response shall not
generate a large impulse on the driveline such that
an oscillation or ‘ringing’ results.

Regardless of whether shifting is involved, driveline

ringing often results in customer dissatisfaction with
the vehicle’s powertrain. This dissatisfaction may
translate into improper blame on the transmission as
well as unwarranted service time and expense.

Allison Transmission Datalink Communications – October 2006 Page D-85