Electrical Interface Specification EMS2.3 - 47706487 - EN

Installation I
1(1)
Electrical Interface Specification

EMS 2.3
Industrial Engines
2015 AB VOLVO PENTA
Volvo reserves the right to make changes
Printed on environmentally friendly paper
Content
General Information .................................................................................... 2
Power supply interface ............................................................................... 4
Engine control interface ............................................................................. 6
CAN bus interface .................................................................................... 6
OEM interface ........................................................................................... 7
CAN bus termination ............................................................................... 8
Source addresses .................................................................................... 9
Power-up sequence ............................................................................... 10
Start ......................................................................................................... 11
Stop ......................................................................................................... 12
Power-down sequence .......................................................................... 14
Speed control ......................................................................................... 17
TSC1 control ........................................................................................... 23
Governor mode select ........................................................................... 26
Preheat .................................................................................................... 28
Restored operation ................................................................................ 29
Genset frequency select ........................................................................ 30
Disable fuel request ............................................................................... 31
Fan speed ............................................................................................... 32
Inducement ............................................................................................. 33
Stop/Start ................................................................................................ 36
Communication ......................................................................................... 44
J1939 Backbone 1 (BB1) - EMS ............................................................ 44
J1939 Backbone 1 (BB1) - ACM ............................................................ 54
J1939 Backbone 2 (BB2) - EMS ............................................................ 55
Alphabetical index .................................................................................... 57
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General Information
This document describes how Volvo Penta industrial
engines equipped with the EMS 2.3 control system are
controlled using the OEM CAN bus interface.
The intention is to provide vehicle and control module

manufacturers with the information necessary for com-
patibility with the EMS and properly implement data-
link-based vehicle functions.
OEM control system

OEM designed control systems must apply SAE J1939
standards with additional Volvo Penta proprietary mes-
sages.
IMPORTANT!
If non-Volvo Penta equipment is connected to the com-
munication busses, there is always a risk that the
safety of the system is jeopardized.
Related Documents
SAE J1939-71 SAE International guidelines
- Application Layer
J1939-21 SAE International guidelines
- Data Link Layer
ISO 15765 Diagnostics on Controller Area
Networks
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General Information
Abbreviations
ACM = After Treatment Control Module

BAM = Broadcast Announce Message
BB1 = CAN J1939 Backbone 1 - 250 kbit
BB2 = CAN Backbone 2 - 500 kbit
BBM = Body Builder Module
DM1 = Diagnostic Message
DTC = Diagnostic Trouble Code
EATS = Engine Aftertreatment System
ECM = Engine Control Module
EMS = Engine Management System
ES = CAN Proprietary Engine Subnet - 250kbit
IDTC = Diagnostic Trouble Code
HMI = Human Machine Interface
NFPA = National Fire Protection Association
N/A = Not Available
NC = Normally Closed
NO = Normally Open
NVM = Non Volatile Memory
OBD = Onboard diagnostics
OC = Open Circuit
OEM = Original Equipment Manufacturer
PEA2+ = Penta Electrical Architecture, version 2+
PGN = Parameter Group Number
Rx = Receive
SA = Source Address
SPN = Suspect Parameter Number
SRM = Smart Relay Module
Tx = Transmit
VP = Volvo Proprietary
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Power supply interface

If an OEM machine fuse box is preferred, use the 4-pin power connector as the power connection point.
It is located between the fuse harness and the engine harness.
Volvo Penta recommends removing the fuse harness (12 in figure below) when using an OEM machine fuse box.
OEM control EATS OEM control EATS

system or DCU system or DCU
1 2 1 2
8-pin 16-pin 8-pin 16-pin

EMS EMS Engine
Engine EATS EATS
3 connector connector 3 connector connector
4 5 4 5
Engine harness
Engine harness
11 11 11
11
4-pin power connector 4-pin power connector

6 6
Engine EATS
Fuse harness
15 A 25 A Machine fuse box

fuse fuse
12 13
7 8
Engine EATS
Fuse harness
15 A 25 A
fuse fuse
Starter Starter
motor motor 7 8 12
9 9
Battery 24V Battery 24V

10 10
P0020841
Power supply overview
1 OEM control system or DCU 8 EATS 25A fuse

2 EATS 9 Starter motor
3 EMS 10 Battery 24V
4 8-pin engine connector 11 Engine harness
5 16-pin EATS connector 12 Fuse harness
6 4-pin power connector 13 Machine fuse box
7 Engine 15A fuse
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Power connector interface
Engine 4-pin Deutsch male connector

Pin Description
1 1 Battery
2 2 Battery + EATS
4
3 Battery + EMS
3
P0020969
4 Reserved
OEM fuse harness female pin connector.
Power consumption
When the engine is switched off, some power will still
be consumed.
Regarding quiescent current, measured through fuse

on engine harness, refer to table below.
Consumer Fuse Current

ACM 25A 0.5mA
SRM/EMS 10A 0.5mA
SRM/EMS with External stop
10A 13.5mA
switch activated
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Engine control interface, CAN bus interface
Engine control interface

CAN bus interface
Volvo Penta industrial engines are controlled via a CAN bus interface.
5
6-pin
diagnostic
connector
8-pin
3
OEM control
engine
system or DCU connector EMS 2.3
1 2
6
16-pin
EATS
connector
4
ACM2
7
NOx sensor
8
Actuators
P0020970
9
CAN communication overview
1 OEM control system or DCU 6 EMS 2.3

2 8-pin engine connector 7 ACM2
3 6-pin diagnostic connector 8 NOx sensor
4 16-pin EATS connector 9 Actuators
5 Aftermarket tools
OEM control system

OEM designed control systems must apply to SAE J1939 standards with additional Volvo proprietary messages.
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Engine control interface, OEM interface
OEM interface
Electrical interface
Engine 8-pin Deutsch connector

1 Pin Description
2 8 1 BB1 CAN H
3 7 2 BB1 CAN L
4 6 3 Battery
5 4 Battery +
P0020846
5 Ignition
OEM machine harness female pin connector. 6 Stop
7 BB2 CAN H
8 BB2 CAN L
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Engine control interface, CAN bus termination
CAN bus termination

Requirement for BB1 and BB2
CAN CAN CAN To avoid signal reflection interference on the CAN bus,
Device CAN_H Device Device 120 resistors must be provided at each end of the
A B A A
network. Termination should be done at the nodes far-
CAN thest away.
Device 120 120
A
The EMS 2.3 has built-in terminations.
CAN_L
C
P0021001
CAN bus termination

A CAN device
B CAN_H
C CAN_L
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Engine control interface, Source addresses
Source addresses
Applies to PEA2+ electrical architecture
Refer to table below for used source addresses:
BB1 BB2
dec hex dec hex
EMS (Engine) 0 00 h 16 10 h
TECU (Transmission) 3 03 h 24 18 h
OEM controller 17 11 h 36 24 h
ACM (Aftertreatment) 61 3D h 17 11 h
BBM 230 E6 h 230 E6 h
Engine brake (Rx) 15 0F h
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Engine control interface, Power-up sequence
Power-up sequence
To power up the EMS, the ignition pin in the engine
connector must be connected to battery + (system
voltage). The EMS will then activate the main relay and
hold the power until the power-down sequence is fin-
ished.
The engine management system and aftertreatment

system will power up within one second of ignition
being switched on.
The OEM vehicle controller must have started com-

municating on CAN when ignition is turned on.
Bus interface
Associated input:
OEM interface connector pin 5 ignition.
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Engine control interface, Start
Start
A start request is addressed by the 'Start request' sig-
nal on CAN. The engine will then start to crank and
continue to do so until one of the following conditions
become true:
The engine speed exceeds a stated limit, typically
about 480 rpm.
The start signal goes inactive.
A stop request is simultaneously active.
The engine does not start.
Starter motor overheat protection goes active.
Low battery charge level.
If the Preheat option is selected, make sure that the
heating sequence is completed before sending a start
request for best startability.
Bus interface
Associated signals:
BB1: Rx: VP70 'Start request'

Tx: EEC1 'Engine starter mode'
VP71 'Preheat indication'

(Redundancy message)
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Engine control interface, Stop
Stop
There are four different ways to request engine stop:
1. Stop request on CAN

The 'Stop request' signal is sent on CAN in the VP70
message and results in instant engine stop.
This is the standard method to initiate engine stop.
2. Hardwired ignition supply

Switching the ignition off by cutting the supply to bus
interface pin 5 will result in immediate engine stop, if
activated in software.
This method of stopping the engine is optional that may
be selected when ordering the engine.
It may also be configured by aftermarket tool, param-
eter 'Ignition off stops engine'.
3. Engine-mounted auxiliary stop button

Using this option will result in a fault code.
4. Hardwired external stop request

Demanding an external stop request by connecting
bus interface pin 6 to supply, will instantly stop the
engine. This input must be connected to a NO plain
switch connected to battery + electrical potential.
If used, the external stop is connected to the EMS in
parallel with the engine-mounted stop.
Using this option will result in a fault code.
Bus interface
Associated signals:
BB1: Rx: VP70 'Stop request'
BB2: Rx: VP70 'Stop request'

Parameters
P1LGR - Ignition off stops engine
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Engine control interface, Power-down sequence
Power-down sequence
In the standard configuration, where 'Ignition off stops engine' is set to FALSE, the engine must be stopped before
Ignition off will start the power-down sequence. If the 'Ignition off stops engine' option is selected, and the ignition
is turned off, the engine will be stopped and then the system will initiate power down.
Machine Engine Subnet

Operator 1 2 EMS 3 ACM
EMS 4 nodes 5
system NOx, VGT, EGR
Key switch OFF 6
EMS ignition signal low

(bus interface pin 5) 7 CAN key position = 0 8
After-run activities:
-Throttle calibration
-Close EGR valve
-VGT clean sweep
-Fuel system draining
-Store log data
Engine power 9
down ack = 1
EMS main ACM ignition signal low 11
relay 10
released
12 After-run activities:
-Urea draining
-Store log data
ACM controlled
14 power cut
ACM System power down ack = 0 13
Power down completed 15
Main battery
switch OFF 16 17
(Complete system power down)
allowed
P0021023
Schematic overview of the complete system power-down sequence.
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1 Operator
2 Machine system
3 EMS
4 ACM
5 Engine Subnet nodes NOx, VGT, EGR
6 Key switch OFF
7 EMS ignition signal low (bus interface pin 5)
8 CAN key position = 0
After-run activities:
- Throttle calibration
- Close EGR valve
- VGT clean sweep
- Fuel system draining
- Store log data
9 Engine power down ack =1
10 EMS main relay released
11 ACM ignition signal low
12 After-run activities:
- Urea draining
- Store log data
13 ACM System power down ack = 0
14 ACM controlled power cut
15 Power down completed
16 Main battery switch OFF allowed
17 Complete system power down
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EMS power down

The EMS has a main relay self-hold function to ensure
that data is stored correctly in NVM before it powers
down.
When the EMS afterrun is completed, 'Engine power

down ack' is set to 1.
The duration of the EMS power-down sequence is up

to 10 seconds.
The OEM vehicle controller must be communicating on

CAN until EMS power down is completed.
ACM power down

When the EMS power down is started, the ACM power-
down will be initiated as well. A completed EMS after-
run will turn off the main relay and switch off the ignition
to the ACM, which will also initiate an ACM afterrun.
The ACM has an internal self-hold function to provide
it with power to ensure that data is stored correctly in
NVM and to drain the urea hoses of liquid.
The ACM power-down sequence continues for up to

90 seconds.
Complete system power down

Make sure that the CAN signal 'ACM System power
down ack' has become 0, and no communication is
active on CAN from the EMS or ACM before cutting
main power.
If the machine system does not use the information on

CAN for shutdown timing, it is recommended to main-
tain power supply for at least 120 seconds.
NOTICE! The main power must not be switched off

before the power-down sequence of the complete sys-
tem is finished.
Bus interface
Associated input:
OEM interface connector pin 5 ignition.
Associated signals:
BB1: Rx: VP71 'Engine power down ack'
ACM_BB1_01P 'ACM System power
down ack'
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Engine control interface, Speed control
Speed control
There are two ways of controlling the engine speed:
1 'Accelerator pedal position' in the CAN message
VP70.
2 Speed control mode in TSC1.
With VP70, it is possible to have redundancy on BB2.

On Versatile engines, 'Idle speed select' can be used
as limp home in the event of faulty pedal.
Pedal Pedal target Source selector

evaluation 3 engine speed
BB1::VP70
BB2::VP70 1 A valid TSC1 engine speed control request will over-
Source ride VP70 'Accelerator pedal position'.
selector
4 If several TSC1 messages request control simultane-
TSC1 5
evaluation Target engine
BB1::TSC1::SA 0x03 speed speed/torque ously, arbitration will be according to the flowchart in
BB1::TSC1::SA 0x11 control figure: TSC1 arbitration on the next page.
BB1::TSC1::SA 2 Target engine The priority is set by the 'Override control mode priority'
BB2::TSC1::SA 4 speed/torque
signal in the TSC1 message.
P0021118
Schematic overview of speed control selection.

1 Pedal evaluation
2 TSC1 evaluation speed control
3 Pedal target engine speed
4 Target engine speed/torque
5 Source selector
Pedal evaluation
Pedal evaluation is primarily through Volvo Proprietary
message VP70 received on the BB1 CAN link. If the
message is not received within the expected time,
pedal evaluation attempts to use VP70 on BB2.
If no valid VP70 messages are received, engine speed

will be set to a fixed value.
Pedal evaluation considers three signals in the VP70

message:
1 'Accelerator pedal position'
2 'Accelerator pedal counter'
3 'Accelerator pedal checksum'
All three signals must be used.
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START
More than
NO Complete message validation and
one message in
queue?
execute message.
YES
Different Source NO Use the last commanded value.

Address?
YES
The lowest requested speed limit and

Control request NO the lowest requested torque limit
exist?
wins limit arbitration.
YES
More than one NO

control request?
YES
Discard lower More than

All control request NO NO
priorities same?
priority control one control request
requests. remaining?
YES
YES
Control Select speed control over torque

requests of the same NO
override control control and discard losers.
mode?
YES
More than one YES Oldest control request wins.

control request
remaining? Discard losers.
NO
Winner of control chosen
Discard limit requests with The winner of control

Limit requests Limit requests
exist? lower priority than the controls the engine below
exist?
winning control request. the limits set by the lowest
requested speed limit and
the lowest requested torque
NO limit.
Control wins, no limits NO
Return to start.
P0021087_US
TSC1 arbitration.
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Counter
For every transmitted VP70 message, the 'Accelerator pedal counter' must increase. When it reaches 0x07 it
must restart at 0x00. If the counter is not set to increase incrementally as expected, the 'Accelerator pedal
position' signal will be considered unreliable (faulty) and a DTC will be set.
Checksum
For each transmitted VP70 message, the 'Accelerator pedal checksum' must be updated.
The AccelPedalChecksum must be calculated according to:
AccelPedalChecksum =
(((Checksum >> 6) & 0x03) + (Checksum >> 3) + Checksum) & 0x07
Checksum =
(PedalPos & 0x00FF) + ((PedalPos & 0xFF00) >> 8) + (PedalCounter & 0x0F)
If the checksum is not correct, the 'Accelerator pedal position' signal will be considered unreliable (faulty).
For example, a valid VP70 message might be: 00 00 52 01 0C 67 FF FF

Accelerator Pedal bit 16-31 = 5201
(byte order) => 0152 => dec 338 * 0.097752 = 33.04%
AccelPedalCounter bit 40-43 = 6
AccelPedalChecksum bit 44-47 = 7
P0021133
Checksum =
(PedalPos & 0x00FF) + ((PedalPos & 0xFF00) >> 8) + (PedalCounter & 0x0F)
(PedalPos & 0x00FF) = 0x0152 & 0x00FF = 0x52
((PedalPos & 0xFF00) >> 8) = (0x0152 & 0xFF00) >> 8 = 0x0100 >> 8 = 100000000 >> 8 = 0x01
(PedalCounter & 0x0F) = 0x07 & 0x0F = 0x07
Checksum = 0x52 + 0x01 + 0x07 = 0x5A
AccelPedalChecksum =
(((Checksum >> 6) & 0x03) + (Checksum >> 3) + Checksum) & 0x07
(Checksum >> 6) = 0x5A >> 6 => 1011010 >> 6 = 0x01
((Checksum >> 6) & 0x03) = 0x01 & 0x03 = 1
(Checksum >> 3) = 0x5A >> 3=> 1011010 >> 3 = 1011 = 0x0B
AccelPedalChecksum = (1+0x0B+0x5A) & 0x07 = 0X66 & 0x07 = 6
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Versatile
The 'Accelerator pedal position' signal is interpreted as
a 0-100% request where 0% means idle speed and
100% equals maximum engine speed. In the case of a
pedal signal fault the engine will go to idle speed.
When all pedal signal requirements are fulfilled again,
the pedal signal will be considered valid only after a
valid zero (0%) pedal demand.
If a fault occurs that may damage the engine or affect

emission levels, the operator will be informed by fault
code and the engine will be derated or shut down.
The VP70 pedal request will also be overridden if an

external request is received in a TSC1 CAN message.
Powerpack
If the Powerpack configuration is used, faulty acceler-
ator pedal signals will result in a frozen pedal demand
value. Whatever value the accelerator pedal position
signal had prior to the pedal signals becoming faulty,
will be the pedal demand input to the engine.

a new pedal demand value can be considered by the
engine.
Other properties are according to the Versatile config-

uration.
Powerpack is an option for stationary applications that

may be selected when ordering the engine.
If there is a fault that may damage the engine or affect

emission levels, the engine will be derated or shut
down depending on the ordered engine configuration.
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Genset
On Genset applications there is a specific engine
speed controller in order to synchronize and perform
load sharing. A 50% 'Accelerator pedal counter'
demand corresponds to a rated nominal speed of 1500
or 1800 rpm.
When controlling the engine using the VP70 message,
it is possible to adjust the speed 90 rpm by acceler-
ator position 0-100%.
Faulty accelerator pedal signals will result in a frozen

pedal demand value. Whatever value the accelerator
pedal position signal had prior to the pedal signals
becoming faulty, will be the pedal demand input to the
engine.

a new pedal demand value can be considered by the
engine.
If there is a fault that may damage the engine or affect

emission levels, the engine may shut down but will
never be derated.
The VP70 pedal request will also be overridden if an

external request is received in a TSC1 CAN message.
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Idle speed select

Potentiometer The 'Idle speed select' signal is an optional input con-
input
nected to a physical switch. The signal can be used as
A
a backup in case of an accelerator pedal fault (invalid
VP70 Accelerator pedal value or counter/checksum error when using
pedal position (%)
B VP70.
max.
100 When increasing the physical pedal position above a
certain threshold the 'Idle speed select' signal must be
inactivated (0). The threshold must be below the posi-
tion where the pedal position on CAN starts ramping
0 up.
min. D
max. Physical pedal position Since the 'Idle speed select' signal overrides the
1 C 'Accelerator pedal position', the engine will remain in
VP70 Idle speed select
idle as long as the switch is active.
E
Physical switch
If the 'Idle speed select' signal is not used, it must be
P0020851 set to 'Not available'.
Idle speed select.

A Potentiometer input
B VP70 'Accelerator pedal position' (%)
C VP70 'Idle speed select'
D Physical pedal position
E Physical switch
Versatile
If the pedal signals become faulty, the engine will go
to idle. By releasing the pedal, the 'Idle speed select'
will go from zero to one.
When the 'Idle speed select' signal goes from one to

zero, the engine speed request will slowly ramp up to
70% of the maximum engine speed.
By releasing the pedal and setting the 'Idle speed
select' signal to one, idle speed is instantly requested.
Powerpack
If the pedal signals become faulty, the engine speed
request value will be frozen. If the 'Idle speed select'
signal goes from zero to one, idle speed is requested.
When the 'Idle speed select' signal is switched back
from one to zero, the previously frozen engine speed
is requested.
Genset
If the pedal signals become faulty, the engine speed
request value will be frozen. If the 'Idle speed select'
signal goes from zero to one and engine load is low,
idle speed is requested.
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Engine control interface, TSC1 control
TSC1 control
The TSC1 message can be used to request speed/
torque instead of the VP70 message.
It is also possible to limit the permissible engine speed/
torque when shifting gear etc. by overriding the
demanded speed/torque request.
According to SAE J1939 specifications, counter and

checksum may be used when continuously controlling
engine speed/torque with a TSC1 message.
NOTICE! If the TSC1 message counter and checksum

are not implemented according to SAE J1939 specifi-
cations, the signals must be set to 'Not available' within
the first TSC1 frame that the EMS receives. It will then
be possible to continuously limit the speed/torque,
but for safety reasons speed/torque control
requests may only be static for a limited time.
If the EMS receives any TSC1 frames containing coun-

ter and checksum values other than 'Not available', a
reboot is needed in order to again disregard counter
and checksum validity.
If the TSC1 frame is used for engine speed/torque

control, the pedal position, checksum and counter in
the VP70 message must be properly set to avoid fault
codes.
('Accelerator pedal position' = 0x0000 and 'Accelerator

pedal counter/Accelerator pedal checksum' = 0x0F).
TSC1 messages can be received from the following

source addresses:
BB1 BB2
dec hex dec hex
TECU (transmission) 3 03 h 24 18 h
OEM (controller) 17 11 h
BBM 230 E6 h
Transmission rate and TSC1 timeout

The 'Transmission rate' indicates how often the trans-
mitting device will broadcast the TSC1 message.
The EMS will adjust the expected reception rate of the

TSC1 message accordingly. If the actual TSC1 mes-
sage update rate is lower than the specified transmis-
sion rate by more than 10ms, the 'Accelerator pedal
position' signal in VP70 will control the engine speed.
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Road speed limit

It may be necessary to limit maximum vehicle speed in
some applications.
This is done by sending an engine speed limit corre-
sponding to the desired road speed limit, based on the
current driveline ratio.
When the EMS receives a TSC1 message with 'Con-

trol purpose' = 'Road speed governor' and winning
'Override control mode priority', it will send a
confirmation in the 'Road speed limit status' signal in
message EEC2.
Engine brake
To activate the engine brake, a TSC1 request must be
sent to the retarder source address (0x0F) according
to SAE J1939 specifications. When TSC1 'Engine
override control mode' = 'Torque control' and 'Engine
requested torque/torque limit' is set to a value below
zero, the engine brake will be requested.
The ERC1 message transmitted by the EMS contains

information regarding the availability in
'Retarder enable - brake assist switch'.
It also includes 'Retarder torque mode' and

'Actual retarder - percent torque'.
The EMS also transmits the message RC containing

'Reference retarder torque', maximum brake torque
curve and other characteristics.
Requirements for engine brake activation are:

1 Zero torque demand (no fuel injected).
2 TSC1 (RET) 'Engine override control mode' set to
'Torque control'.
3 TSC1 (RET) 'Engine requested torque/torque limit'
set to a negative value.
4 Engine speed must be above a certain value.
5 Oil temperature must be above a certain value
(engine must be run warm).
6 Boost pressure must be below a certain value.
Engine brake is an option and requires specific hard-

ware and corresponding dataset configuration.
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Bus interface
Associated signals:
BB1: Rx: VP70 'Accelerator pedal position'
VP70 'Accelerator pedal counter'
VP70 'Accelerator pedal checksum'
VP70 'Idle speed select'
TSC1 'Engine override control mode'
TSC1 'Override control mode priority'
TSC1 'Engine requested speed/speed limit'
TSC1 'Engine requested torque/torque limit'
TSC1 'Control purpose'
TSC1 'Transmission rate'
TSC1 'Message counter'
TSC1 'Message checksum'
TSC1 (RET) 'Engine override control mode'
TSC1 (RET) 'Engine requested torque/torque limit'
TSC1 (RET) 'Message counter'
TSC1 (RET) 'Message checksum'
Tx: EEC2 'Road speed limit status'

ERC1 'Retarder torque mode'
ERC1 'Retarder enable - brake assist switch'
ERC1 'Actual retarder - percent torque'
RC 'Retarder type'
RC 'Retarder location'
RC 'Retarder control method'
RC 'Retarder speed at idle, point 1'
RC 'Percent torque at idle, point 1'
RC 'Maximum retarder speed, point 2'
RC 'Percent torque at maximum speed, point 2'
RC 'Retarder speed at point 3'
RC 'Percent torque at point 3'
RC 'Retarder speed at point 4'
RC 'Percent torque at point 4'
RC 'Retarder speed at peak torque'
RC 'Reference retarder torque'
RC 'Percent torque at peak torque'
BB2: Rx: VP70 'Accelerator pedal position' (Redundancy message)

VP70 'Accelerator pedal counter' (Redundancy message)
VP70 'Accelerator pedal checksum' (Redundancy message)
VP70 'Idle speed select' (Redundancy message)
Parameters
P1LGP - Idle target speed
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Engine control interface, Governor mode select
Governor mode select

When several engines are used together, divergences
in engine performance may result in an uneven load
share.
If the engine is running in 'Engine speed mode', a small

offset from demanded engine speed will over time
result in a large change in engine output torque.
When the 'Governor mode select' is changed from

'Engine speed mode' to 'Torque mode', the target
engine speed will be automatically changed for all
engines individually, to achieve an equal load share.
Depending on Versatile or Genset configuration, 'Tor-

que mode' has different effects on the target engine
speed.
For single engine control or when the 'Governor mode

select' signal is not used, it must be set to 'Not availa-
ble'.
Versatile
In Versatile engines, 'Torque mode' will add a negative
offset to the target speed when increasing the torque.
ntarget = ndem - ndelta
ndelta = Trq output [Nm] / GovGradient [Nm/rpm]
Engine speed (rpm) GovGradient is a fixed value that can be set using an
A aftermarket tool.
Example: If the GovGradient is set to 100, every 100

ndem } ndelta = 1 rpm Nm torque increase will result in a 1 rpm decrease in
ntarget target speed in the engine speed controller.
When the engine torque output is very high, the aver-

C Engine torque (Nm) age engine speed will drop slightly, and the demanded
0 B speed may need to be adjusted.
Trqoutput = 100
P0020852
Example: GovGradient for Versatile engines.

A Engine speed (rpm)
B Torque output
C Engine torque (Nm)
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Engine control interface, Governor mode select
Genset
In case of Genset engines, it is important that engine
speed does not drop below nominal speed. The droop
will add an offset to nominal engine speed.
ntarget = ndroop - ndelta (1)
ndroop = nnominal + nnominal *droop (2)
The amount of droop is set as a percentage of nominal

speed. Increased nominal speed will affect droop
speed.
ndelta = Trqoutput [Nm] / GovGradient [Nm/rpm] (3)
GovGradient = 'Rated engine torque' /

(nnominal * droop/100)
Engine speed (rpm) (2), (3) in (1) =>
A ntarget = nnominal + nnominal * droop
ntarget ( 1 - Trqoutput / Trqrated )
ndroop
nnominal
} ndelta
} droop If the engines run at very low load, the target engine
speed will increase towards the droop speed. When
the load increases towards rated torque, target speed
will approach rated engine speed.
When several Gensets are used together, a low torque

C Engine torque (Nm) output will thus increase the target speed and the
0 B D
Trqoutput Trqrated engine will have a larger share of the load.
P0020853
Droop for Genset engines

A Engine speed (rpm)
B Torque output
C Engine torque (Nm)
D Torque output Rated
Bus interface
Associated message:
BB1: Rx: VP70 'Governor mode select'
BB2: Rx: VP70 'Governor mode select'

Parameters
P1JJ4 - PTO Governor gradient used
P1JJ0 - PTO Governor gradient
P1M64 - PTO Droop ratio
47706487 06-2015 AB VOLVO PENTA 27

Engine control interface, Preheat
Preheat
Preheat can be activated by a manual 'Preheat
request' or automatically when the engine is cold and
ignition is turned on (configurable with aftermarket
tool).
When preheat is requested (manually via CAN or auto-

matically when ignition on), the duration depends on
the engine coolant and oil temperature.
If the CAN request is continuously demanded, preheat

will be active until overheat protection inhibits the
request.
Preheat will be stopped if the engine starts cranking.

After engine cranking, when the engine is running, the
temperatures will be evaluated again and depending
on engine configuration, afterheating may be acti-
vated.
The machine system is notified of active preheat in the

'Preheat indication' signal.
Preheat is an option and requires specific hardware

and corresponding dataset configuration.
When not used 'Preheat request' must be set to 'Not

available'.
Bus interface
Associated signals:
BB1: Rx: VP70 'Preheat request'

Tx: VP71 'Preheat indication'
BB2: Rx: VP70 'Preheat request'

Parameters
P1LGU - Always preheat
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Engine control interface, Restored operation
Restored operation
The engine may be derated or forced to idle speed or
shutdown for various reasons.
The 'Engine restored operation' signal is available to

allow the operator to handle critical situations without
any power loss for short periods of time.
The restored operation is active as long as the request

remains active and for a further predefined period
when released, but subject to an upper limit.
The restored operation includes 'Engine protection

override' and 'Inducement override'.
NOTICE! If used, warranty may be voided.
Bus interface
Associated signals:
BB1: Rx: VP70 'Engine restored operation'

Tx: VP71 'Restored operation'
BB2: Rx: VP70 'Engine restored operation'

47706487 06-2015 AB VOLVO PENTA 29

Engine control interface, Genset frequency select
Genset frequency select

To change the frequency of Genset engines, the CAN
signal 'Frequency select' in VP70 must be set within
the first 10 seconds after system power-up, followed
by an ignition power cycle.
NOTICE! This will only have an effect on dual speed

Genset engines. For other engines, the 'Frequency
select' signal must be set to 'Not available'.
Bus interface
Associated signals:
BB1: Rx: VP70 'Frequency select'
BB2: Rx: VP70 'Frequency select'

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Engine control interface, Disable fuel request
Disable fuel request

As long as the 'Disable fuel' signal is set to active, the
engine will not inject any fuel.
The purpose of this function is to enable start battery
tests according to NFPA requirements.
The procedure for this is:

1 Set the 'Disable fuel' signal in VP70 to active.
2 Send 'Start request' for 15 seconds.
3 Release starter for 15 seconds.
4 Send 'Start request' a second time for 15 seconds.
5 Release starter for 15 seconds.
6 Send 'Start request' a third and last time for at least
15 seconds.
7 Release starter.
8 Check that the starter does not cut out before it is
released.
9 Set the 'Disable fuel' signal in VP70 to inactive.
Bus interface
Associated signals:
BB1: Rx: 'Disable fuel'
BB2: Rx: 'Disable fuel'

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Engine control interface, Fan speed
Fan speed
Engine temperature is used by the EMS to evaluate
and set the required fan speed.
'Requested percent fan speed' in CAN message CM1

allows the OEM to increase the fan demand if desired.
The higher of the CAN demand and the EMS internal
request will set the fan duty cycle. Current measured
fan speed is transmitted by the 'Fan speed' signal in
the message FD.
Engine cooling fan is an option and requires specific

hardware and corresponding dataset configuration.
OEM Fan
If an OEM fan is used, the engine duty cycle demand
is available in the 'OEM fan speed request' signal in
the VP71 CAN message.
Bus interface
Associated signals:
BB1: Rx: 'Requested percent fan speed'

Tx: FD 'Fan speed'
BB1: Tx: VP71 'OEM fan speed request'
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Engine control interface, Inducement
Inducement
IMPORTANT! HMI legal requirements
For engines equipped with EATS (exhaust aftertreat-
ment system), fully functional display information is
required in order to meet mandatory emission require-
ments.
NOTICE! When a system fault is detected, the

machine operator must be properly informed about
possible EATS malfunctions as they occur.
If the issue is not resolved, the engine will be derated
(inducement).
Stage IV, Tier 4F legislation

Information about the aftertreatment system is availa-
ble to the operator on CAN. The following signals are
available to provide the operator with information
regarding EATS status:
'Time left to torque reduction' (severity 3)
(refer to Table 1: SCR inducement severity)
'Time left to severe torque reduction' (severity 5)
'SCR inducement severity'
'SCR inducement reason'
(refer to Table 2: SCR inducement reason)
2014 Japanese legislation

In the event of active heavy inducement due to detec-
tion of poor UREA quality, it is possible to temporarily
override the engine derate to regain full engine power.
This can be achieved by refilling the tank with proper
quality UREA.
1 Switch engine ignition OFF.
2 Empty the tank.
3 Switch engine ignition ON to detect the emptied
tank.
4 Switch engine ignition OFF.
5 Refill the tank with proper quality UREA.
6 Switch engine ignition ON to detect the refilled tank.
A temporary override has a duration of four hours and

a maximum of three consecutive overrides are
allowed. If maximum number of overrides has been
utilized and the issue of poor UREA quality still is unre-
solved, the engine will be stuck in heavy inducement
state.
47706487 06-2015 AB VOLVO PENTA 33

Table 1: SCR inducement severity

Value Indicated severity AdBlue / DEF Warning 'Time left 'Time left
icon indication color to torque to severe
reduction' torque
reduction'
0 No inducement active N/A N/A N/A N/A

1 Inducement warning Steady Yellow Active N/A
2 Not available N/A N/A N/A N/A
3 Derate active Flashing Red N/A Active
4 Pre severe derate warning Flashing Red N/A Active
5 Severe derate Flashing Red N/A N/A
6 Temporary override of derate Flashing Red N/A N/A
7 Not available N/A N/A N/A N/A
Table 2: SCR inducement reason

Value Indicated reason
0 OK
1 Reagent tank level low
2 Incorrect reagent quality
3 Absence of reagent dosing
4 Tampering
5 Not available
6 Not available
7 Not available
Bus interface
Associated signals:
BB1: Tx: VP191 'Time left to torque reduction'

VP191 'Time left to severe torque reduction'
VP191 'SCR inducement severity'
VP191 'SCR inducement reason'
BB1 ACM: AT1T1I 'AT1 SCR Catalyst tank level' (Urea)
34 47706487 06-2015 AB VOLVO PENTA

Associated hardware and indication

symbols
The following images show examples of displaying
P0021093 inducement faults.
AdBlue/DEF icon.
NOTICE! Similar solution must be implemented by the

OEM in the operator interface used.
P0021094
Yellow warning.
The Indicated reason and/or the fault code related

to the fault must be shown to the operator.
P0021095
Red alarm
When the inducement is caused by Reagent tank

level low, the warning must also include urea level.
P0021096
Warning with Urea level information.
If SCR Operator inducement reason is Reagent

tank level low and SCR Operator inducement
severity is changing state to 3, 4 or 5, it must not
be possible to remove the warning information.
P0021097
Example of SCROperatorInducementSeverity state 6.
47706487 06-2015 AB VOLVO PENTA 35

Engine control interface, Stop/Start
Stop/Start
The Stop/Start function lowers fuel consumption and
reduces emissions by stopping the engine when it is
idling. The Stop/Start function is an option and requires
specific dataset configuration.
Stop/Start control
The Stop/Start function is only available when the nec-
essary machine, engine and aftertreatment system
(when applicable) conditions are fulfilled.
The function is controlled by the OEM management

system. The functionality must consider required
machine parameters and information available on
CAN transmitted by the EMS.
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Stop/Start overview
OEM machine 14 Vehicle speed

controller 15 Gear position
1 16 Brake switch etc.
Stop request 17
13 Engine/EATS Start request
preconditions
Coolant temperature 6
Oil temperature 7
Battery voltage 8 EATS status 18 20 Exhaust temperature
ACM2
Engine torque 9 EMS2.3 2 21 NOx sensors
Ambient temperature 10 ACM DTC 19 5 22 Urea tank temperature
Accelerator pedal position 11
Engine speed 12 EMS DTC 3
Starter
motor
4
P0021115
1 OEM machine controller 12 Engine speed

2 EMS 2.3 13 Engine/EATS preconditions
3 EMS DTC 14 Vehicle speed
4 Starter motor 15 Gear position
5 ACM2 16 Brake switch etc.
6 Coolant temperature 17 Stop request, Start request
7 Oil temperature 18 EATS status
8 Battery voltage 19 ACM DTC
9 Engine torque 20 Exhaust temperature
10 Ambient temperature 21 NOx sensors
11 Accelerator pedal position 22 Urea tank temperature
47706487 06-2015 AB VOLVO PENTA 37

OEM machine conditions

The EMS Stop/Start function is unaware of machine
status and the OEM must consider safety aspects
when designing the control system.
Machine conditions worth considering are:
For automatic stop

Operations that could result in personal injury if
engine is auto stopped.
Load in raised position.
Hydraulic pressure.
Vehicle speed.
Parking brake.
Gear position.
Operator position.
Cabin door position.
Active DTC in the machine room.
For automatic start

Operations that could result in personal injury if
engine is auto started.
Operator position.
Engine hatch position.
Hydraulic pressure.
Ongoing machine maintenance work.
Active DTC in the machine system.
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Engine/EATS conditions
The EMS considers several sensor values and input
parameters to determine inhibit conditions for trans-
mission on CAN. All available signals should be used
as preconditions by the OEM controller.
Usage
To enable the Stop/Start function, the machine system
must initiate the first engine start. The function is inhib-
ited as long as any inhibit condition is active. When the
function is enabled and no inhibit condition is active,
the machine system can evaluate whether or not to
stop the engine. When the engine is stopped by the
machine system, the function enters standby mode
ready to be restarted.
Stop conditions
The machine system may use one or more triggers to
auto stop the engine:
Machine speed.
Parking brake.
Service brake.
Gear shift indication.
In order to auto start the engine, a demand for engine
start needs to be given by the machine system. If the
machine is left too long in standby, a timeout will occur
and the 'Stop start standby time limit reached' signal
will be set to active. A machine system initiated restart
request is then recommended.
Start conditions
The machine system may use one or more triggers to
auto start the engine from a standby mode:
Accelerator pedal.
Parking brake.
Service brake.
Gear shift indication.
47706487 06-2015 AB VOLVO PENTA 39

General recommendations
Environmental conditions may inhibit the function by
preventing automatic Stop/Start in the case of:
Hot climate with large demand for air conditioning.
Cold climate with large demand for cab heating.
Ability to activate/deactivate Stop/Start system:
Could be incorporated in the driver display menu
system or by a switch on the dashboard.
Bus interface
Associated signals:

VP70 'Stop request'
Tx: VP219 'Engine coolant temp low inhibit'

VP219 'Engine oil temp low inhibit'
VP219 'Turbo cool down inhibit'
VP219 'System malfunction'
VP219 'UREA tank temp low inhibit'
VP219 'EATS not ready for stop start'
VP219 'Exhaust temp high'
VP219 'Stop start standby time limit reached'
VP219 'Max number of stop starts reached'
VP219 'Battery charge low inhibit'
VP219 'Battery full recharge inhibit'
VP219 'Ambient air temp low inhibit'
VP219 'Engine in use'
40 47706487 06-2015 AB VOLVO PENTA

Machine
Operator 1 2 EMS 3
system
Engine start request 4 VP70 Start request 5

Engine
running
6
8 No VP219 Active inhibits
No operator usage 7
All vehicle conditions for auto stop OK 9
VP70 Stop request 10
Engine automatically stopped and in standby 11
Operator-initiated
request from
standby 12 Operator demand restart 13
All vehicle conditions for safe auto start OK 14
VP70 Start request 5
Engine automatically started and operational 15
EMS-initiated request
from standby, A 16 18 VP219 Time limit reached
17 Vehicle usage needed?
Operator demand restart 13
All vehicle conditions for safe auto start OK 14
VP70 Start request 5
Engine automatically started and operational 15
EMS-initiated request
from standby, B 19
18 VP219 Time limit reached
No operator usage 8
Vehicle demand ignition OFF 20
P0020985
Schematic overview of the Stop/Start sequence.
42 47706487 06-2015 AB VOLVO PENTA

1 Operator
2 Machine system
3 EMS
4 Engine start request
5 VP70 Start request
6 Engine running
7 No operator usage
8 No VP219 Active inhibits
9 All vehicle conditions for auto stop OK
10 VP Stop request
11 Engine automatically stopped and in standby
12 Operator-initiated request from standby
13 Operator demand restart
14 All vehicle conditions for safe autostart OK
15 Engine automatically started and operational
16 EMS-initiated request from standby, A
18 VP219 Time limit reached
19 EMS-initiated request from standby, B
20 Vehicle demand ignition off
47706487 06-2015 AB VOLVO PENTA 43

Communication, J1939 Backbone 1 (BB1) - EMS
Communication
J1939 Backbone 1 (BB1) - EMS
NOTICE! All unused signals must be set to Not available.
All unused bits in the messages used must be set to 1.
Identifier PGN SPN Frame Name / Signal name Update

period
Tx = transmit
Rx = receive
0x18FDA100 64929 AT1FC1 - Aftertreatment 1 fuel control 1 Tx 500ms
3483 Aftertreatment 1 regeneration status
0x18E00011 57344 CM1 - Cab message 1 Rx 1000ms
986 Requested percent fan speed
Description: 'Requested percent fan speed' allows the OEM to
increase the fan speed. The higher of the CAN demand and the
EMS internal request will set the fan speed.
0x18FECA00 DM1 - Active Diagnostic trouble codes Tx 1000ms
Description: The message contains the active diagnostic trouble
codes. If more than one DTC is active, the J1939 transport pro-
tocol (TP.CM_BAM/TP.DT) is used.
0x18FEE300 65251 EC1 - Engine configuration Tx 5000ms
or on request
188 Engine speed at idle P1
539 Engine percent torque at idle P1
528 Engine speed at P2
540 Engine percent torque at P2
532 Engine speed at high idle P6
544 Engine reference torque
533 Engine maximum momentary override speed P7
534 Engine maximum momentary override time limit
0x0CF00400 61444 EEC1 - Electronic engine controller 1 Tx 20ms
512 Drivers demand engine - percent torque
513 Actual engine - percent torque
190 Engine speed
1675 Engine starter mode
899 Engine torque mode
0x0CF00300 61443 EEC2 - Electronic engine controller 2 Tx 50ms
91 Accelerator pedal position 1
92 Engine percent load at current speed
44 47706487 06-2015 AB VOLVO PENTA


period
Tx = transmit
Rx = receive
1437 Road speed limit status (1)
Description: EEC2 'Road speed limit status' is a confirmation of
an active TSC1 request with 'TSC1 Control purpose' = 'Road
speed governor' (3) and winning 'Control mode priority'.
SAE J1939 states: 0 = Active 1 = Inactive
0x18FEDF00 65247 EEC3 - Electronic engine controller 3 Tx 250ms
514 Nominal friction - percent torque
0x 18FD9400 64916 EEC7 - Electronic engine controller 7 Tx 100ms
27 Engine exhaust gas recirculation 1 valve position
0x18FEEF00 65263 EFL/P1 - Engine fluid level/pressure 1 Tx 500ms
94 Engine fuel delivery pressure
100 Engine oil pressure
109 Engine coolant pressure (1)
111 Engine coolant level
0x18F0000F 61440 ERC1 - Electronic retarder controller 1 Tx 500ms
571 Retarder enable - brake assist switch (1)
900 Retarder torque mode (1)

520 Actual retarder - percent torque (1)
0x18FEEE00 65262 ET1 - Engine temperature 1 Tx 1000ms
110 Engine coolant temperature
175 Engine oil temperature 1
0x18FEBD00 65213 FD - Fan drive Tx 1000ms
1639 Fan speed1)
0x18FEE500 65253 HOURS - Engine hours, revolutions Tx 10000ms
NOTICE! Deviation from SAE J1939 standards (Tx on request).
247 Engine total hours of operation
0x18FEF600 65270 IC1 - Intake/exhaust conditions 1 Tx 500ms
102 Engine intake manifold 1 pressure
106 Engine air intake pressure
105 Engine intake manifold 1 temperature
173 Engine exhaust gas temperature
0x18FEE900 65257 LFC - Fuel consumption (liquid) Tx 100ms
182 Engine trip fuel
250 Engine total fuel used
0x18FEF200 65266 LFE - Fuel economy (liquid) Tx 100ms
183 Engine fuel rate
0x18FEE10F 65249 RC - Retarder configuration Tx 5000ms
901 Retarder type
902 Retarder location
557 Retarder control method
546 Retarder speed at idle, point 1
551 Percent torque at idle, point 1
548 Maximum retarder speed, point 2
552 Percent torque at maximum speed, point 2
47706487 06-2015 AB VOLVO PENTA 45


period
Tx = transmit
Rx = receive
549 Retarder speed at point 3
553 Percent torque at point 3
550 Retarder speed at point 4
554 Percent torque at point 4
547 Retarder speed at peak torque
556 Reference retarder torque
555 Percent torque at peak torque
0x18EA0003, Request PGN
0x18EA0011,
0x18EA00E6
or
0x18EA00EA
0x18FD6E00 64878 SCR1 - Aftertreatment 1 SCR service information Tx 1000ms
NOTICE! Deviation from SAE J1939 standard (Tx on request).
3826 Aftertreatment 1 SCR average catalyst reagent consumption
0x18FEE400 65252 SHUTDN - Shutdown Tx 1000ms
1110 Engine protection system has shutdown engine
1109 Engine protection system approaching shutdown
0xC000003, 0 TSC1 - Torque/speed control 1 (EMS) Rx rate
0xC000011, defined in
0xC0000E6 or SPN 3349
0xC0000EA
695 Engine override control mode
897 Override control mode priority
898 Engine requested speed/speed limit
518 Engine requested torque/torque limit
3350 Control purpose
3349 Transmission rate.
The recommended transmission rates are:
Speed/torque request: 10 or 20ms
(higher rates are not advisable)
Speed/torque limit: 10, 20 or 100ms
(higher rates are not advisable)
4206 Message counter
NOTICE! Must be set to 'Not available' or sent according to SAE
standards. For safety reasons speed/torque control requests can
only be static for a limited time when counter set to
'Not available'.
4207 Message checksum
only be static for a limited time when checksum set to
'Not available'.
0x0C000F11 TSC1 - Torque/speed control 1 (RET) Rx 50ms
or
0x0C000FE6
695 Engine override control mode.
Set to 'Torque control' to activate retarder.
897 Override control mode priority
46 47706487 06-2015 AB VOLVO PENTA


period
Tx = transmit
Rx = receive
898 Engine requested speed/speed limit.
Not used for engine brake control.
518 Engine requested torque/torque limit.
Set to a negative value to activate retarder.
Control purpose (SPN 3350)
3349 Transmission rate.
The recommended transmission rate is 50ms.
4206 Message counter
only be static for a limited time when counter set to
'Not available'.
4207 Message checksum
only be static for a limited time when checksum set to
'Not available'.
0x18ECFF00 TP.CM (EMS) According to
The TP.CM message is used to communicate the data associ- transmitted
ated with a Parameter Group. PGN.
0x18EBFF00 TP.DT (EMS) According to
The TP.DT message is used to communicate the data associ- transmitted
ated with a Parameter Group. The TP.DT message is an indi- PGN.
vidual packet of a multipacket message transfer (see J1939-21
[2] figure 16 for details). For example if a large message had to
be divided into 5 packets in order to be communicate, then there
would be 5 TP.DT messages.
0x18FEF700 65271 VEP1 - Vehicle electrical power 1 Tx 1000ms
158 Keyswitch battery potential
1) Not available in all configurations
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VP70 - VP Status
Identifier PGN PDU format PDU spe- Data length Priority Description Update
(dec) cific (dec) period
Tx = transmit
Rx = receive
0x0CFF4611 65350 255 70 8 bytes 3 Engine control sta- Rx 20ms
tus.

Frame Name / Signal name

Start request
Start position: 1.1 0 = Inactive
Length: 2 bits 1 = Active
Factor: 1 2 = Error indication
Offset: 0 3 = Not available
Stop request
Start position: 1.5 0 = Engine speed mode request
Length: 2 bits 1 = Torque mode request
Note: Possible to set with parameter P1JJ4 - PTO Governor gradient used.
Idle speed select
Start position: 1.7 0 = Normal running speed request
Length: 2 bits 1 = Idle speed request
Frequency select
Start position: 2.1 0 = Primary engine speed request (1500rpm)
Length: 2 bits 1 = Secondary engine speed request (1800rpm)
Note: Only used on dual speed Genset engines.
Preheat request
Engine restored operation
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Accelerator pedal position

Start position: 3.1 0x0000-0x03FF = 0-100%
Length: 2 bytes 0x0400-0xFDFF = Not valid range
Factor: 0.097752 0xFE00-0x0FFE = Error indication
(100/1023)%/bit 0xFFFF = Not available
Offset: 0
Disable fuel (Genset)
Accelerator pedal counter
Start position: 6.1 0-7 = Numeric counter
Length: 4 bits 8-14 = Reserved
Factor: 1 15 = Not available
Offset: 0
Accelerator pedal checksum
Start position: 6.5 0-7 = Valid checksum range (crc-3)
Offset: 0
47706487 06-2015 AB VOLVO PENTA 49

VP71 - VP Engine industry

Tx = transmit
Rx = receive
0x0CFF4700 65351 255 71 8 bytes 3 Engine informa- Tx 50ms
tion.


Preheat indication (1)
Factor: 1 2 = Error state
Running indication
Start position: 1.3 0 = Stopped
Length: 2 bits 1 = Running
Factor: 1 2 = Reserved
Buzzer
Note: Possible to set with parameter P1JJ4 - PTO Governor gradient used
Restored operation
Description: 'Restored operation' includes 'Engine protection override' and 'Inducement override'.
OEM Fan Speed Request
Description: External fan speed request from OEM to EMS.
Length: 8bits 1 = Active
Factor: 1.4 2 = Error state
Engine power down ack
Description: When 'Engine power down ack' =1, EMS afterrun is completed.
If EATS is used, wait for 'ACM System power down ack' =0.
Start position: 8.3 0 = Power off not allowed
Length: 2 bits 1 = Power off allowed
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VP191 - OBD information

Identifier PGN PDU for- PDU spe- Data Priority Description Update
mat (dec) cific (dec) length period
Tx = transmit
Rx = receive
0x1CFFBF00 65471 255 191 8 bytes 7 Signals used for emis- Tx 1000 ms
sion regulations.


Time left to torque reduction
Start position: 1.1 Quantity: Time (6)
Length: 9 bits Unit: min (1)
Factor: 12 Raw min: 0
Offset: 0 Raw min: 500
Scaled min: 0 min
Scaled max: 6000 min
SCR inducement severity
Start position: 2.2 0 = No inducement active
Length: 3 bits 1 = Inducement warning
Offset: 0 3 = Derate active
4 = Pre severe derate warning
5 = Severe derate
6 = Temporary override of derate
7 = Not available
SCR inducement reason
Start position: 3.5 0 = OK
Length: 3 bits 1 = Reagent tank level low
Factor: 1 2 = Incorrect reagent quality
Offset: 0 3 = Absence of reagent dosing
4 = Tampering
5 = Not available
6 = Not available
7 = Not available
Time left to severe torque reduction
Start position: 3.8 Quantity: Time (6)
Length: 9 bits Unit: min: (1)
Factor: 15 Raw min: 0
Offset: 0 Raw max: 500
Scaled min: 0 min
Scaled max: 7500 min
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VP219 - Stop/Start status

Tx = transmit
Rx = receive
18FFDB00 65499 255 219 8 bytes 7 Stop/start status Tx 100 ms
message.


Engine coolant temp low inhibit (1)
Engine oil temp low inhibit (1)
Description: Active when engine temperature is outside working temperature.
Turbo cool down inhibit (1)
Description: Active when the turbo temperature is too high.
Length: 2bits 1 = Active
System malfunction (1)
Description: Active when starter control is malfunctioning, fuel pressure is too low or inducement is active.
UREA tank temp low inhibit (1)
Description: Active as long as the temperature in the UREA tank is too low.
EATS not ready for stop start (1)
Description: Active as long as the aftertreatment system is not ready.
Exhaust temp high (1)
Description: Active as long as the exhaust temperature is too high.
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Start stop standby time limit reached (1)
Description: Activated when engine has been in standby too long and remains active until the engine is restarted
and batteries recharged to a certain charge.
Max number of stop starts reached (1)
Description: Activated when too many automatic engine starts have occurred.
Battery charge low inhibit (1)
Description: Active when the battery charge is too low.
Start position:4.1 0 = Inactive
Battery full recharge inhibit (1)
Description: Activated when the battery needs a full recharge and remains active until battery has reached a
certain charge level.
Ambient air temp low inhibit (1)
Description: Active as long as the ambient temperature is too low.
Engine in use (1)
Description: Active when engine is running and will inhibit stop/start function until the engine speed and load are
below a certain limit.
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Communication, J1939 Backbone 1 (BB1) - ACM
J1939 Backbone 1 (BB1) - ACM

Identifier SPN Frame Name / Signal name Update

period
Tx = transmit
Rx = receive
0x18E8FF3D ACK - Acknowledgement (ACM) Tx as
Description: The Acknowledgement message is used to provide a hand- response
shake between transmitting and receiving nodes.
0x18EEFF3D ACLAIM - Address claimed (ACM) Tx on request
Description: Transport protocol data transfer from EMS.
0x18FFAA3D ACM_BB1_01P - ACM Power down ack Tx 1000ms
ACM System power down ack
Start position: 8.1 0: OK to power down
Length: 2 bits 1: Not OK to power down
Factor: 1 2: Error
Offset: 0 3: Not available
0x18FE563D AT1T1I - Aftertreatment 1 SCR reagent tank 1 information Tx 1000ms
1761 AT1 SCR Catalyst tank level
3031 AT1 SCR Catalyst tank temperature
5245 AT1 AdBlue/DEF Tank low level indicator
0x18FECA3D DM1 - Active diagnostic trouble codes (ACM) Tx 1000ms
Description: The message contains the first active diagnostic trouble code,
but requires the multipacket transport TP.CM when more than one active
DTC exists.
0x18ECFF3D TP.CM (ACM) According to
Description: The TP.CM message is used to communicate the data asso- transmitted
ciated with a Parameter Group. PGN.
0x18EBFF3D TP.DT (ACM) According to
Description: The TP.DT message is used to communicate the data asso- transmitted
ciated with a Parameter Group. The TP.DT message is an individual PGN.
packet of a multipacket message transfer (see J1939-21 [2] figure 16 for
details).
54 47706487 06-2015 AB VOLVO PENTA

J1939 Backbone 2 (BB2) - EMS

VP70 - VP Status
NOTICE! The EMS does not support the address claim procedure and will always have source address 0x00.
The EMS will however respond to an address claim request.
Identifier PGN PDU for- PDU spe- Data Priority Description Update
mat (dec) cific (dec) length period
Tx = transmit
Rx = receive
0x0CFF4611 65350 255 70 8 bytes 3 Engine control Rx 20ms
status.


Start request
Stop request
Start position: 1.5 0 = Engine speed mode request
Note: Possible to set with parameter P1JJ4 - PTO Governor gradient used.
Idle speed select
Start position: 1.7 0 = Normal running speed request
Length: 2 bits 1 = Idle speed request
Frequency select
Start position: 2.1 0 = Primary engine speed request (1500rpm)
Length: 2 bits 1 = Secondary engine speed request (1800rpm)
Note: Only used on dual speed Genset engines.
Preheat request
47706487 06-2015 AB VOLVO PENTA 55


Engine restored operation
Accelerator pedal position
Start position: 3.1 0x0000-0x03FF = 0-100 %
Length: 2 bytes 0x0400-0xFDFF = Not valid range
Factor: 0.097752 0xFE00-0x0FFE = Error indication
(100/1023)%/bit 0xFFFF = Not available
Offset: 0
Disable fuel (Genset)
Accelerator pedal counter
Start position: 6.1 0-7 = Numeric counter
Offset: 0
Accelerator pedal checksum
Start position: 6.5 0-7 = Valid checksum range (crc-3)
Offset: 0
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Alphabetical index
C
CAN bus interface...................................................... 6
CAN bus termination.................................................. 8
Communication........................................................ 44
D
Disable fuel request.................................................. 31
E
Engine control interface.............................................. 6
F
Fan speed................................................................ 32
G
General Information.................................................... 2
Genset frequency select........................................... 30
Governor mode select.............................................. 26
I
Inducement............................................................... 33
J
J1939 Backbone 1 (BB1) - ACM.............................. 54
J1939 Backbone 1 (BB1) - EMS.............................. 44
J1939 Backbone 2 (BB2) - EMS.............................. 55
O
OEM interface............................................................ 7
P
Power consumption.................................................... 5
Power supply interface............................................... 4
Power-down sequence............................................. 14
Power-up sequence................................................. 10
Preheat..................................................................... 28
R
Restored operation................................................... 29
S
Source addresses...................................................... 9
Speed control........................................................... 17
Start.......................................................................... 11
Stop/Start................................................................. 36
T
TSC1 control............................................................ 23
V
VP191 - OBD information......................................... 51
VP219 - Stop/Start status......................................... 52
VP70 - VP Status............................................... 48, 55
VP71 - VP Engine industry....................................... 50
47706487 06-2015 AB VOLVO PENTA 57

Report form
Do you have any comments or complaints about this manual? Please take a copy of
this page, write your comments on it and send it to us. The address is at the bottom.
We would appreciate it if you were to write in English or Swedish.
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Date:...................................................................
Name:.................................................................
AB Volvo Penta
Service Communication
SE-405 08 Gteborg
Sweden
47706487 English 06-2015

Electrical Interface Specification EMS2.3 - 47706487 - EN

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Electrical Interface Specification EMS2.3 - 47706487 - EN

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Installation I

Electrical Interface Specification

47706487 06-2015 AB VOLVO PENTA 1

The intention is to provide vehicle and control module

OEM control system

2 47706487 06-2015 AB VOLVO PENTA

ACM = After Treatment Control Module

47706487 06-2015 AB VOLVO PENTA 3

Power supply interface

OEM control EATS OEM control EATS

8-pin 16-pin 8-pin 16-pin

4-pin power connector 4-pin power connector

15 A 25 A Machine fuse box

Battery 24V Battery 24V

Power supply overview

1 OEM control system or DCU 8 EATS 25A fuse

4 47706487 06-2015 AB VOLVO PENTA

Power connector interface

Engine 4-pin Deutsch male connector

OEM fuse harness female pin connector.

Regarding quiescent current, measured through fuse

Consumer Fuse Current

47706487 06-2015 AB VOLVO PENTA 5

Engine control interface

CAN communication overview

1 OEM control system or DCU 6 EMS 2.3

OEM control system

6 47706487 06-2015 AB VOLVO PENTA

Engine 8-pin Deutsch connector

47706487 06-2015 AB VOLVO PENTA 7

CAN bus termination

CAN bus termination

8 47706487 06-2015 AB VOLVO PENTA

47706487 06-2015 AB VOLVO PENTA 9

The engine management system and aftertreatment

The OEM vehicle controller must have started com-

OEM interface connector pin 5 ignition.

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BB1: Rx: VP70 'Start request'

BB2: Rx: VP70 'Start request'

47706487 06-2015 AB VOLVO PENTA 11

1. Stop request on CAN

2. Hardwired ignition supply

3. Engine-mounted auxiliary stop button

4. Hardwired external stop request

BB1: Rx: VP70 'Stop request'

BB2: Rx: VP70 'Stop request'

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Machine Engine Subnet

Key switch OFF 6

EMS ignition signal low

Power down completed 15

Schematic overview of the complete system power-down sequence.

14 47706487 06-2015 AB VOLVO PENTA

47706487 06-2015 AB VOLVO PENTA 15

EMS power down

When the EMS afterrun is completed, 'Engine power

The duration of the EMS power-down sequence is up

The OEM vehicle controller must be communicating on

ACM power down

The ACM power-down sequence continues for up to

Complete system power down

If the machine system does not use the information on