Spn 563


  • Eaton Fuller Hybrid Fault Code 22 – J1939 ABS Message Fault (HCM)
  • Suspect Parameter Numbers (SPN) on J1939 data link
  • SPN codes description
  • Dynamic commands from internal powertrain functions such as smoke control, low- and high-speed engine governing; ASR and shift control are excluded from this calculation. The data is transmitted in indicated torque as a percent of the reference engine torque. See PGN for the engine configuration message. Several status bits are defined separately to indicate the request which is currently being honored. This parameter may be used for shift scheduling.

    The data is transmitted in indicated torque as a percent of reference engine torque see the engine configuration message, PGN The engine percent torque value will not be less than zero and it includes the torque developed in the cylinders required to overcome friction.

    It contains the frictional and thermodynamic loss of the engine itself, pumping torque loss SPN , and the losses of fuel, oil and cooling pumps. The data is transmitted as a percent of reference engine torque see the engine configuration message, PGN The realization can be done by a map dependent on engine speed and engine temperature and an offset value for additional loss torques. See SPN for an indicator that describes the possible inclusion of engine parasitic losses such as cooling fan, etc.

    Note: Refer to section 5. These conditions may include the torque generated to accommodate powertrain demands from the operator via the accelerator pedal , cruise control, road speed limit governors, or ASR. Dynamic commands from functions such as smoke control or shift control are excluded from this calculation.

    Requested torque to the engine is measured in indicated torque as a percentage of reference engine torque see the engine configuration message, PGN This is the engine torque at which the engine is expected to operate if the torque control mode is active or the engine torque which the engine is not expected to exceed if the torque limit mode is active.

    Requested torque to the retarder is measured in indicated torque as a percentage of reference retarder torque see the retarder configuration message, PGN The logic used in enabling or disabling the retarder is based on the override control mode priority bits SPN A zero torque request to the retarder is a disable request, and is used by a J node to prevent the retarder from being activated by other combinations of inputs outside of J commands. The Torque Limit Mode is commonly used for this purpose.

    The higher the asymmetry adjustment value is above , the more the engine prefers to be operated at or above its indicated desired speed.

    Conversely, the lower the asymmetry adjustment value is below , the more the engine prefers to operate at or below its indicated desired speed. The engine may include other factors into its asymmetry adjustment calculation such as temperatures, pressures, and other operating parameters. Used for electric brake applications. Transitions toward a destination gear will not be indicated.

    Negative values are reverse gears, positive values are forward gears, zero is neutral, parameter specific indicators are listed below.

    It is possible that the shift selector software may not know the number of forward ranges. The shift selector may identify the position selected by the operator while the transmission ECU determines what range or gear that represents.

    For example: Consider a vehicle with a 5-speed automatic transmission with the shift lever on the column. Suppose that shift selector has a limited number of positions, such that having positions for D is not an option. For this example, assume there are only have enough lever positions for D Pulling the lever into « D » will put the transmission in 5th highest gear. It is desired that pulling the lever to the physical « 3 » position will limit the transmission to a maximum range of 3rd gear.

    When the selector is pulled down into « 3 », the shifter selector itself has no way of correlating this physical lever position to the desired gear; it would have to be calibrated with software to tell it this information. However, if « D-1 » lever position, as opposed to desired gear is broadcast by the selector, the transmission ECU can receive this and then make the determination of what range is desired.

    The benefit is that no specific calibration of the shift selector is required. Between selector positions EEh to E2h — Indicates the shift selector is not in an appropriate position. If a lever-type shift selector with a mechanical display is stuck between detents, it may appear to the operator that it is in the desired position when in fact it is not.

    The shift selector may be capable of reporting only that it is between positions or that it is between forward or reverse positions. If known, the transmission ECU may respond differently depending on which positions are involved. Reselect current position E1h — If the TC1 message continues to send the position last selected, then a capability to reselect the same position is required. This indicator could also be sent between button presses as an alternative to sending the last button press.

    This is a status parameter. In engine configuration mode 1 and 3, point 2 is defined as the kick-in point from which torque is reduced to zero. It is recommended that one of these points indicate the peak torque point for the current engine torque map.

    Points 3, 4, and 5 are optional and lie between idle and point 2. This duration of the override is limited by the maximum momentary override time limit, SPN This parameter may be influenced by engine temperature after power up and other stationary changes calibration offsets, sensor failures, etc. See also SPN In mode 2, there are no special requirements for the definition of this point.

    It is required that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and 5 lie between idle and point 2. The factor is necessary for realizing flat curves with sufficient resolution as well as very steep curves. Please reference PGN The data is transmitted in indicated torque as a percent of the reference retarder torque. The kickdown switch is defined in SAE J While a shift is in process, the receiver should not assume that the driveline is either fully engaged or disengaged i.

    Active means that ASR actually tries to control the engine. This state signal is independent of other control commands to the engine e. Active means that ASR actually controls wheel brake pressure at one or more wheels of the driven axle s. The signal is set active when wheel brake pressure actually starts to be modulated by ABS and is reset to passive when all wheels are in a stable condition for a certain time.

    The signal can also be set active when driven wheels are in high slip e. Whenever the ABS system is not fully operational due to a defect or during off-road ABS operation , this signal is only valid for that part of the system that is still working. When ABS is switched off completely, the flag is set to passive regardless of the current wheel slip conditions. The retarder does not check this switch, nor does the enabling of this switch engage the retarder.

    When this switch is « enabled, » the devices constructing TSC1 — destination retarder messages may command retarder torque for braking.

    For example, the cruise control should not request retarder torque if this switch is not « enabled. When this switch is « enabled, » the transmission may activate the retarder via the TSC1 message to increase the rate of engine deceleration to assist in shift control.

    The switch exists to prevent the engine retarder from being asked to be engaged via TSC1 in a noise sensitive area. See SPN This includes any transmission clutch control, all engine control sequences, pulling to transmission neutral, and engaging the destination gear e.

    The pitch angle for an angle of ascent is reported with a positive value. This parameter is defined according to a Z-Down axis system and the sign of the value is in accordance to the right-hand rule, as specified in SAE J While the driver alert mode is active, the idle shutdown timer may be overridden.

    The cruise control is set to 0 if a switch off condition occurs. It is necessary for safe drivetrain behavior that the switch activates before the physical braking components are activated i. Disengage the cruise control function prior to the activation of friction brakes.

    It is necessary for a safe drivetrain behavior that the clutch switch is set before the clutch is opened cruise control function. This parameter is functionally equivalent to SPN , but derived from a second, independent sensor and may be used where redundancy is required.

    For applications with only one sensing method, SPN should be used. When the switch is enabled, the pressure inside the circuit is too high and the compressor clutch may be disengaged.

    The maximum time for overspeed is limited by the time defined in the engine configuration message see PGN 65, The transmission module must command a « override disabled » state at least once before the engine will accept a subsequent request for overspeed.

    Warning: Warning indicates an immediate hazard, which could result in severe personal injury if you do not follow the indicated procedure. Caution: Caution indicates vehicle or property damage could occur if you do not follow the indicated procedure. Follow the specified procedures in the indicated order to avoid personal injury: 1. If the high-voltage cones are around the vehicle and the lockout is installed on the PEC, the only person that should be allowed to start the vehicle is the person who signed the lockout tag.

    Never perform any maintenance or work on vehicle, while in this mode. Caution: Follow the specified procedures in the indicated order to avoid equipment malfunction or damage. Caution: Do not release the parking brake or attempt to select a gear until the air pressure is at the correct level.

    The high-voltage wiring is covered in orange insulation or convoluted tubing and marked with warning labels at the connectors. Refer to OEM for specific location of chassis mounted hybrid components. Do NOT cut into the orange high-voltage cables.

    Do NOT cut into or open the Inverter. A buffer zone must be set up and high-voltage insulated rubber gloves class 0 with leather protectors are required prior to working on high-voltage. Failure to follow these instructions may result in severe personal injury or death.

    The rubber-insulated gloves that must be worn while working on the high-voltage system are class 0 with leather protectors. The Lockout and Tagout devices should only be removed by the technician that placed the Lockout and Tagout devices on the vehicle. High-voltage rubber insulated gloves class 0 with leather protectors must be worn when working on any high-voltage cables. High-voltage cables and wiring are orange and contain a warning label at the connectors.

    High-voltage components are marked with a label. High-voltage rubber insulated gloves class 0 with leather protectors must be used when working on any of these components.

    High-Voltage Service Shutdown Procedures 1. Fasten tag to the Lockout Bracket. Allow the system to set for a minimum of 5 minutes to discharge high voltage. The voltage should be 30 volts or less.

    Turn ignition key off and proceed to repair or troubleshooting step. Note: The voltage drops to zero when the key is off. Install all high-voltage connectors into their locked positions. If you are the person working on the vehicle, remove the Lockout Bracket and tag. Reinstall the Lockout Bracket over the Service Switch. Pull the Service Switch out and let vehicle set for 2 minutes. Start vehicle when appropriate. Check for Active or Inactive fault code status.

    Which FMIs are present? Refer to OEM for repair procedures. Any transmission part you need we have it! Same day shipping available, worldwide.

    If the high-voltage cones are around the vehicle and the lockout is installed on the PEC, the only person that should be allowed to start the vehicle is the person who signed the lockout tag. Never perform any maintenance or work on vehicle, while in this mode. Caution: Follow the specified procedures in the indicated order to avoid equipment malfunction or damage.

    Caution: Do not release the parking brake or attempt to select a gear until the air pressure is at the correct level. The high-voltage wiring is covered in orange insulation or convoluted tubing and marked with warning labels at the connectors. Refer to OEM for specific location of chassis mounted hybrid components. Do NOT cut into the orange high-voltage cables. Do NOT cut into or open the Inverter. A buffer zone must be set up and high-voltage insulated rubber gloves class 0 with leather protectors are required prior to working on high-voltage.

    Failure to follow these instructions may result in severe personal injury or death. The rubber-insulated gloves that must be worn while working on the high-voltage system are class 0 with leather protectors. The Lockout and Tagout devices should only be removed by the technician that placed the Lockout and Tagout devices on the vehicle. High-voltage rubber insulated gloves class 0 with leather protectors must be worn when working on any high-voltage cables.

    High-voltage cables and wiring are orange and contain a warning label at the connectors. High-voltage components are marked with a label. High-voltage rubber insulated gloves class 0 with leather protectors must be used when working on any of these components. High-Voltage Service Shutdown Procedures 1.

    The data is transmitted in indicated torque as a percent of reference engine torque see the engine configuration message, PGN The engine percent torque value will not be less than zero and it includes the torque developed in the cylinders required to overcome friction.

    It contains the frictional and thermodynamic loss of the engine itself, pumping torque loss SPNand the losses of fuel, oil and cooling pumps.

    Eaton Fuller Hybrid Fault Code 22 – J1939 ABS Message Fault (HCM)

    The data is transmitted as a percent of reference engine torque see the engine configuration message, PGN The realization can be done by a map dependent on engine speed and engine temperature and an offset value for additional loss torques. See SPN for an indicator that describes the possible inclusion of engine parasitic losses such as cooling fan, etc. Note: Refer to section 5. These conditions may include the torque generated to accommodate powertrain demands from the operator via the accelerator pedalcruise control, road speed limit governors, or ASR.

    Dynamic commands from functions such as smoke control or shift control are excluded from this calculation. Requested torque to the engine is measured in indicated torque as a percentage of reference engine torque see the engine configuration message, PGN This is the engine torque at which the engine is expected to operate if the torque control mode is active or the engine torque which the engine is not expected to exceed if the torque limit mode is active.

    Requested torque to the retarder is measured in indicated torque as a percentage of reference retarder torque see the retarder configuration message, PGN The logic used in enabling or disabling the retarder is based on the override control mode priority bits SPN A zero torque request to the retarder is a disable request, and is used by a J node to prevent the retarder from being activated by other combinations of inputs outside of J commands.

    The Torque Limit Mode is commonly used for this purpose. The higher the asymmetry adjustment value is abovethe more the engine prefers to be operated at or above its indicated desired speed. Conversely, the lower the asymmetry adjustment value is belowthe more the engine prefers to operate at or below its indicated desired speed.

    The engine may include other factors into its asymmetry adjustment calculation such as temperatures, pressures, and other operating parameters.

    Suspect Parameter Numbers (SPN) on J1939 data link

    Used for electric brake applications. Transitions toward a destination gear will not be indicated. Negative values are reverse gears, positive values are forward gears, zero is neutral, parameter specific indicators are listed below. It is possible that the shift selector software may not know the number of forward ranges. The shift selector may identify the position selected by the operator while the transmission ECU determines what range or gear that represents.

    For example: Consider a vehicle with a 5-speed automatic transmission with the shift lever on the column. Suppose that shift selector has a limited number of positions, such that having positions for D is not an option. For this example, assume there are only have enough lever positions for D Pulling the lever into « D » will put the transmission in 5th highest gear.

    It is desired that pulling the lever to the physical « 3 » position will limit the transmission to a maximum range of 3rd gear. When the selector is pulled down into « 3 », the shifter selector itself has no way of correlating this physical lever position to the desired gear; it would have to be calibrated with software to tell it this information.

    However, if « D-1 » lever position, as opposed to desired gear is broadcast by the selector, the transmission ECU can receive this and then make the determination of what range is desired.

    The benefit is that no specific calibration of the shift selector is required.

    SPN codes description

    Between selector positions EEh to E2h — Indicates the shift selector is not in an appropriate position. If a lever-type shift selector with a mechanical display is stuck between detents, it may appear to the operator that it is in the desired position when in fact it is not. The shift selector may be capable of reporting only that it is between positions or that it is between forward or reverse positions. If known, the transmission ECU may respond differently depending on which positions are involved.

    Reselect current position E1h — If the TC1 message continues to send the position last selected, then a capability to reselect the same position is required. This indicator could also be sent between button presses as an alternative to sending the last button press.

    This is a status parameter. In engine configuration mode 1 and 3, point 2 is defined as the kick-in point from which torque is reduced to zero. It is recommended that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and 5 are optional and lie between idle and point 2.


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