Electric Interface Specification 47711360 - EN

Electrical Interface Specification
EMS 2.4
Industrial Engines
© 2020 AB VOLVO PENTA
Volvo reserves the right to make changes
Printed on environmentally friendly paper
Table of Content
General Information .................................................................................... 2
Power supply interface ............................................................................... 4
Engine control interface ............................................................................. 6
CAN bus interface .................................................................................... 6
OEM interface ........................................................................................... 7
OEM control system ............................................................................... 7
CIM (Control Interface Module) .............................................................. 8
In Service Monitoring Interface .............................................................. 8
CAN bus termination ............................................................................. 10
Source addresses .................................................................................. 10
Power up sequence ............................................................................... 11
Start ......................................................................................................... 11
Stop ......................................................................................................... 12
Power down sequence .......................................................................... 14
Speed/Torque control ............................................................................ 16
TSC1 control ........................................................................................... 22
Governor mode select ........................................................................... 28
Preheat .................................................................................................... 30
Restored operation ................................................................................ 31
Genset frequency select ........................................................................ 31
Disable fuel request ............................................................................... 32
Fan speed ............................................................................................... 32
NOx Control Diagnostics (NCD) ........................................................... 33
Particle Control Diagnostics (PCD) ...................................................... 39
EATS system load control ..................................................................... 41
Stop/Start ................................................................................................ 45
Communication ......................................................................................... 52
J1939 Backbone 1 (BB1) - EMS ............................................................ 52
VP70 - VP Status ................................................................................. 57
VP71 - VP Engine industry .................................................................. 59
VP188 – Time to correct oil level ......................................................... 60
VP191 - OBD information .................................................................... 61
VP219 - Stop/Start status .................................................................... 62
VP257 - PCD Status ............................................................................ 64
VP282 - EIO Status .............................................................................. 65
J1939 Backbone 1 (BB1) - ACM ............................................................ 66
J1939 Backbone 2 (BB2) - EMS ............................................................ 67
VP70 - VP Status ................................................................................. 68
Diagnostics ............................................................................................. 70
Parameters .............................................................................................. 71
Index ........................................................................................................... 73
47711360 10-2020 © AB VOLVO PENTA 1

General Information
This document describes how Volvo Penta industrial
engines equipped with the EMS 2.4 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
compatibility with the EMS and properly implement
datalink-based vehicle functions.
Overview
Two interfaces are available to control the engine:
• OEM CAN bus interface, described in this
publication.
• Volvo Penta CIM, control unit with parameter
settings.
OEM control system

OEM designed control systems must apply to SAE
J1939 standards with additional Volvo Penta
proprietary messages.
IMPORTANT:
If non-Volvo Penta equipment is connected to the
communication 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 Aftertreatment Control Module
BAM Broadcast Announce Message
BB Backbone
BBM Body Builder Module
CIM Control Interface Module
DEF Diesel Exhaust Fluid
DM Diagnostic Message
DTC Diagnostic Trouble Code
EATS Engine Aftertreatment System
EMS Engine Management System
ES Engine Subnet
IDTC Diagnostic Trouble Code
NFPA National Fire Protection Association
N/A Not Available
NC Normally Closed
NCD NOx Control Diagnostics
NO Normally Open
NVM Non Volatile Memory
OBD Onboard diagnostics
OC Open Circuit
OEM Original Equipment Manufacturer
PCD Particulate Control Diagnostics
PEA2+ Penta Electrical Architecture ver. 2+
PEMS Portable Emission Measuring System
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 remote fuse box is preferred, use the 4-pin power connector as the power connection point.
The connector is located between the fuse harness and the engine harness.
For Versatile applications, it is recommended to remove the fuse harness (10 in figure) when using a remote fuse
box.
1. EMS 8. Battery 24V

2. 8-pin engine connector 9. Engine harness
3. 16-pin EATS connector 10. Fuse harness
4. 4-pin power connector 11. Transient protection
5. Engine 10A fuse 12. OEM system
6. EATS 25A fuse 13. Machine fuse box
7. Starter motor 14. Removed fuse harness (10)
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Power connector interface
Engine 4-pin Deutsch male connector, for Versatile

Pin Description
1 1 Battery (–)
2 2 N/A
4
3 Battery (+) EMS, CIM/OEM, Diagnose
3
P0020969
4 Battery + EATS
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.
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.
EU Stage V CAN Architecture
1. Aftermarket tool 8. 16-pin EATS connector

2. 6-pin diagnostic connector 9. ACM
3. EMS 10. QLT sensor
4. OEM Control system or DCU 2/CIM 11. 21-pin muffler connector
5. 8-pin engine connector 12. NOx sensors
6. eEPG 13. J1939 PEMS connector
7. CAC (D16 pump)
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Engine control interface, OEM interface
OEM interface
OEM control system
OEM designed control system must use SAE J1939
with additional Volvo proprietary messages.
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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CIM (Control Interface Module)

The CIM is a combined display and control interface,
ready to run the engine without OEM controllers. It still
offers the possibility to make some OEM
customizations and includes several configurable
inports/outports.
The CIM is equipped with a display that shows engine

data and diagnostics translated into text.
In Service Monitoring Interface

For EU Stage V certified engines, it must be possible
for portable emission monitoring systems to retrieve
information from the engine EMS. The legal demanded
physical and logical interfaces are described in the
following chapters.
Volvo Penta supplies a Y-split cable for OEMs that

don’t design their own machine control system.
PEMS physical interface

It must be possible for portable emission monitoring
systems to retrieve information from the engine ECU.
The physical electrical connector used is
SAEJ1939-13, female, pin assignments according to
figure.
PEMS connector
Pin Circuit Assignment
A Battery (-)
B Battery (+) 24 VDC, 10 A Fuse
C BB1 CAN H (SAE J1939-15)
D BB1 CAN L (SAE J1939-15)
E Not used
F Not used
G Not used
H Not used
J Not used
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PEMS CAN interface

Access to data stream information is provided
according to the SAE J1939-73 and SAE J1939-71
standards.
Net Engine Brake Torque calculated as:

Engine Torque = (Actual Engine Percent Torque -
Nominal Friction Percent Torque) * Engine Reference
Torque
Table 1: PEMS Mandatory CAN-signals

Description PGN SPN Unit
Actual engine - percent torque 61444 513 Percent
Engine reference torque 65251 544 Nm
Nominal friction - percent torque 65247 514 Percent
Engine speed 61444 190 rpm
Engine coolant temperature 65262 110 Celsius
Table 2: PEMS additional CAN-signals

Description PGN SPN Unit
Engine intake manifold 1 temperature 65270 105 Celsius
Engine fuel rate 65266 183 l/h
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Engine control interface, Source addresses
CAN bus termination

To avoid signal reflection interference on the CAN bus,
120 Ω resistors must be provided at each end of the
network. This is required for BB1, and for BB2 if used.
The termination should be done at the nodes farthest
away.
The maximum length between OEM interface and

EMS is recommended to not exceed 11 m.
A OEM, CIM
B CAN device
C EMS
The EMS 2.4 has built-in terminations on both BB1 and

BB2.
The CIM has a BB1 termination that can be activated.
Source addresses
Applies to PEA2+ electrical architecture
BB1 BB2
dec hex dec hex
EMS (Engine) 0 00 h 16 10 h
TECU (Transmission) 3 03 h 24 18 h
OEM controller (CIM) 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, Start
Power up sequence
To power up the EMS, connect the ignition pin in the
engine connector to battery + (system voltage). The
EMS will then activate the main relay and hold the
power until the power-down sequence is finished.
The engine management system and aftertreatment

system power up within a second after ignition has
been switched on.
The OEM machine control system must start

communicating on CAN within one second after the
ignition is turned on.
Interface
Wired interface:
OEM interface connector pin 5 – ignition.
Start
When a start request is addressed by the 'Start
request' signal on CAN, the engine will start to crank
and continue to do so until one of the following
conditions becomes true:
• The engine speed exceeds a stated limit, typically
about 400–700 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.
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 three possible ways to stop the engine:
1. VP70, Stop request (CAN)

'Stop request' (VP70) is sent from another ECU on
CAN
It is recommended that VP70 is sent on two CAN
links for redundancy reasons, but it is not a
requirement.
If VP70 on BB1 is received properly, it will be used.
If VP70 on BB1 is not received properly, VP70 on
BB2 will be used as backup.
If both CAN links are down, the last valid value on
'Stop request' will be used.
'Stop request' is received by the EMS
A check is done that the signal is valid i.e. inactive
(0) or active (1).
If error (2) or “NotAvailable” (3) is received, the last
valid value will be kept. Both error and
“NotAvailable” are considered as valid signals i.e.
they will not trigger a switch to the backup CAN link.
If no VP70 has been received, the 'Stop request' will
be inactive.
EMS will disable fuel injection if 'Stop request' is
active
The fuel will be disabled as long as the 'Stop request'
is active. When the 'Stop request' goes inactive,
fueling will be allowed again if the engine is stopped
(engine speed less than 20 rpm ) OR 'Start request'
is received as active in VP70.
NOTICE! As long as the 'Stop request' is active,

cranking of the engine is not allowed. Cranking will only
be allowed if 'Start request' becomes active when 'Stop
request' is inactive.
This means that if the 'Start request' becomes active
when the 'Stop request' is active and the 'Stop request'
then goes inactive, cranking will not be allowed. In this
case, the 'Start request' has to be sent as inactive and
then active to crank the engine.
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Engine control interface, Stop
2. Ignition Input (pin 5 OEM interface)

Ignition off stop engine (energized to run) is an optional
feature that can be activated via order system or
aftermarket tools.
Ignition input goes low (ground) i.e. Stop is
requested.
A58 on the EMS will go low.
If enabled, EMS will disable fuel injection. The fuel
will be disabled as long as the Ignition input is held
low.
If the Ignition input goes high (stop inactive), fueling
will be allowed again if the engine is stopped (engine
speed less than 20 rpm) OR 'Start request' is
received as active in VP70.
If the ignition input is still held low (stop active) after
the engine is stopped, the normal Power down
sequence in the EMS will start.
If the ignition input goes high (stop inactive) again
before the engine is stopped, the normal Power
down sequence is not initiated.
3. Stop switch input (pin 6 OEM Interface)

Stop switch input goes active (battery +). When not
active, the input must be floating (open circuit). Not
grounded.
The input A27 on the EMS will go high. The input is
continuously checked for short circuit too low. This
is to ensure that it does not malfunction when it is
needed.
a) EMS will disable fuel injection.
The fuel will be disabled as long as the Stop switch
input is held high. A fault code will also be set. If the
Stop switch goes low again, fueling will be allowed
again if the engine is stopped OR 'Start request' is
received as active in VP70.
b) EMS will also inhibit cranking as long as this input
is active.
Interface
Associated signals:
BB1: Rx: VP70 'Stop request'
BB2: Rx: VP70 'Stop request'

Wired interface:
OEM interface connector pin 5 - ignition.
OEM interface connector pin 6 - stop.
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 when the engine is running, the engine will be stopped and then the system will initiate power down.
Schematic overview of the complete system power-down sequence.
1. Operator 9. Engine power down ack =1

2. Machine system 10. EMS main relay released
3. EMS 11. ACM ignition signal low
4. ACM 12. After-run activities:
5. Engine Subnet node NOx - Urea draining
6. Key switch OFF - Store log data
7. EMS ignition signal low (bus interface pin 5) 13. ACM System power down ack = 0
8. CAN key position = 0 14. ACM-controlled power cut
After-run activities: 15. Power down completed
- Throttle calibration 16. Main battery switch OFF allowed
- Fuel system draining 17. Complete system power down
- Store log data
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Engine control interface, Power down sequence
EMS power down

The EMS has a self-hold function of the main relay to
ensure that data is stored correctly in NVM before it
powers down.
When the EMS after-run 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 after-run.
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 fluid.
The ACM power-down sequence continues for up to

90 seconds.
Complete system power down

The CAN signal 'ACM System power down ack' has to
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
maintain power supply for at least 120 seconds.
NOTICE! The main power must not be switched off

before the power-down sequence of the complete
system is finished.
Interface
Associated signals:
BB1: Tx: VP71 'Engine power down ack'
ACM_BB1_01P 'ACM System power
down ack'
Wired interface:
OEM interface connector pin 5 – ignition.
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Engine control interface, Speed/Torque control
Speed/Torque control
There are four ways of controlling the engine speed:
1 'Accelerator pedal position' in the CAN message
VP70 speed control mode.
2 'Accelerator pedal position' in the CAN message
VP70 torque control mode.
3 'Torque speed control' (TSC1) in speed control
mode.
4 'Torque speed control' (TSC1) in torque control
mode.
Pedal Pedal target

Both messages, VP70 and TSC1, have redundancy on
evaluation 3 engine speed BB2.
BB1::VP70::SA 0x11
BB2::VP70::SA 0x24 1 For Versatile engines, the VP70 'Idle speed select' can
Source be used as ‘limp home’ in case of faulty pedal. During
selector
4 ‘limp home’ operation, the engine will always return to
TSC1 5 speed control.
evaluation Target engine
BB1::TSC1::SA 0x03 speed speed/torque
BB1::TSC1::SA 0x11 control The engine can be configured in three different speed/
BB1::TSC1::SA 0xE6 2 Target engine torque control modes (P1SIZ – Penta Pedal Control
BB2::TSC1::SA 0x24 4 speed/torque mode), using the aftermarket tool:
P0021118
1 VP70 control
The pedal mode is selected by signal ‘Pedal mode
Schematic overview of speed control selection.
select’ in the VP70-message, where 0 means that
1 Pedal evaluation the pedal position is interpreted as a target speed
2 TSC1 evaluation speed control request and 1 means that it is interpreted as a
torque request.
3 Pedal target engine speed
4 Target engine speed/torque
2 Speed control (default)
Accelerator pedal position in VP70 is always
5 Source selector
interpreted as a target speed request – the CAN
signal ‘Pedal mode select’ is ignored.
3 Torque control
Accelerator pedal position in VP70 is always
interpreted as a torque request – the CAN signal
'Pedal mode select' is ignored.
The pedal mode selection only has impact on versatile/

powerpack engines. Genset engines will always be
controlled by setting a target engine speed.
Source selector
A valid TSC1 engine speed control request will
override VP70 'Accelerator pedal position' .
If several TSC1 messages requests control

simultaneously, the arbitration will be according to the
flowchart in figure: TSC1 arbitration, in Engine control
interface, page 22. The priority is set by the 'Override
control mode priority' signal in the TSC1 message.
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Pedal evaluation
The pedal evaluation is primarily using the Volvo
Proprietary message VP70 received on the BB1 CAN
link. If the message is not received within the expected
time or not valid, pedal evaluation attempts to use
VP70 on BB2. If no valid VP70 messages are received,
the engine speed will be set to a fixed value.
The pedal evaluation considers three signals in the

VP70 message. All three signals must be used.
• 'Accelerator pedal position'
• 'Accelerator pedal counter'
• 'Accelerator pedal checksum'
If proper counter and checksum is not used, pedal
request will be valid if Accelerator pedal counter/
Accelerator pedal checksum is set to 0x0F.
As an option, the engine can be ordered without
integrity check where the counter and checksum
evaluation is disabled.
Counter
For every transmitted VP70 message, the 'Accelerator
pedal counter' must increase. When it reaches 0x07, it
is to restart at 0x00. If the counter is not set to increase
incrementally as expected, the 'Accelerator pedal
position' signal will be considered not reliable (faulty)
and a DTC will be set.
Checksum
For each transmitted VP70 message, the 'Accelerator
pedal checksum' shall be updated.
The AccelPedalChecksum is 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).
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Checksum example
A valid VP70 message could 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 = 7
AccelPedalChecksum bit 44-47 = 6
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
VP70 speed control mode:
The 'Accelerator pedal position' signal is interpreted as
a 0–100% request where 0% means idle speed and
100% equals maximum engine speed.
VP70 torque control mode:

The 'Accelerator pedal position' signal is interpreted as
a 0–100% request where 0% means zero torque and
100% equals the maximum available torque. In this
mode, idle engine speed will be maintained by
configuring the engine speed controller for idle speed
control.
If there is an active pedal error a fall-back to target,

speed mode will take place until the pedal error has
healed. Thus the new torque mode will have no impact
on how the idle speed select switch works in when a
pedal error is active.
Both modes:
In the case of a pedal signal fault, a versatile engine
will go to idle speed. If there is an external request
received in a TSC1 CAN message, the VP70 pedal
request will also be overridden
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.
Powerpack
If the Powerpack configuration is used, faulty
accelerator pedal signals will result in a frozen pedal
demand value. Whatever value the accelerator pedal
position signal had before the pedal signals becoming
faulty, will be the pedal demand input to the engine.
For a torque-controlled Powerpack engine, faulty

accelerator pedal signals will result in idle speed.
When all pedal signal requirements are fulfilled again,

a new pedal demand value can be considered by the
engine. Other properties are according to the Versatile
configuration.
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 to synchronize and perform load
sharing. A 50% 'Accelerator pedal counter' demand
corresponds to a rated nominal speed of 1500 rpm or
1800 rpm.
When controlling the engine using the VP70 message,
it is possible to adjust the speed ±90 rpm by
accelerator position 0–100%.
Faulty accelerator pedal signals will result in a frozen

pedal demand value. Whatever value the accelerator
pedal position signal had before the pedal signals
becoming faulty, will be the pedal demand input to the
engine.
When all pedal signal requirements are fulfilled again,

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.
If an external request is received in a TSC1 CAN

message, the VP70 pedal request will also be
overridden.
Potentiometer Idle speed select
input
A The 'Idle speed select' signal is an optional input
connected to a physical switch. The signal can be used
VP70 Accelerator
pedal position (%) as a backup if there is an accelerator pedal fault
B (invalid pedal value or counter/checksum error) when
max.
100
using VP70.
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
0 position where the pedal position on CAN starts
min. D ramping up.
max. Physical pedal position
1 C Since the 'Idle speed select' signal overrides the
VP70 Idle speed select
E 'Accelerator pedal position' in VP70, the engine will
Physical switch remain in idle as long as the switch is active. Also the
P0020851
TSC1–control will be overridden by the 'Idle speed
select' signal.
Idle speed select
If the 'Idle speed select' signal is not used, it must be
A Potentiometer input set to 'Not available'.
B VP70 'Accelerator pedal position' (%)
C VP70 'Idle speed select'
D Physical pedal position
E Physical switch
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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.
NOTICE! If the TSC1 message counter and checksum

are not implemented according to SAE J1939
specifications, 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,
maximum 3 seconds, after which the control will have
no effect.
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' = 0 × 0000 and

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

source addresses (SA):
BB1 BB2
dec hex dec hex
TECU (transmission) 3 03 h
OEM (controller) 17 11 h 36 24 h
BBM 230 E6 h
NOTICE! If the VP70 pedal mode is set to 'Target

speed control' it is possible to stall the engine by setting
a TSC1 Torque control/torque limit to 0% torque. It is
not possible to stall the engine by requesting a TSC1
Speed control/limit of 0 rpm engine speed. The
minimum target speed is equal to the idle speed or
slightly below the idle speed (engine dependent).
If the VP70 pedal mode is set to 'Pedal torque control'

it is not possible to stall the engine by requesting 0%
torque or 0 rpm engine speed.
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Transmission rate and TSC1 timeout

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

TSC1 message accordingly. If the actual TSC1
message update rate is lower than the specified
transmission rate by more than 10 ms, the 'Accelerator
pedal position' signal in VP70 will control the engine
speed.
TSC1 message priorities and arbitration

When the TSC1-message is used for control, the
control request with the highest priority will win the
arbitration. If two or more requests have the same
priority, speed requests will have precedence over
torque requests. If two or more requests have the same
priority and the same control mode, the oldest
message will win the arbitration.
Limit requests will always be considered, as long as

the priority is equal or higher than the priority of the
winning control request. If more than one limit request
is active with higher or equal priority as the request, the
resulting limit will be a combination of lowest speed and
torque.
Torque request and limitation

The torque req/lim referred to in the TSC1 message is
internal torque. i.e. both demanded torque from the
engine as well as engine internal torque losses
(friction) has to be requested.
TSC1.ReqTorque = (Desired Torque /
EC1.EngineRefTorque) * 100 –
EEC3.NomFrictionTorque
The requested output torque may need to be iterated
since the friction torque is depending on the engine
speed.
Road speed limit

For some applications, it might be required to limit the
maximum vehicle speed. This is done by sending an
engine speed limit corresponding to the desired road
speed limit, based on the current driveline ratio. When
the EMS receives a TSC1 message with ‘Control
purpose‘ = ‘Road speed governor’ and winning
‘Override control mode priority‘, it will send a
confirmation in signal ‘Road speed limit status‘ in
message EEC2.
47711360 10-2020 © AB VOLVO PENTA 23

Engine brake
To activate the engine brake, a TSC1 request is be
sent to the retarder source address (0x0F) according
to SAE J1939 specifications. The engine brake will be
requested when TSC1 'Engine override control mode'
= 'Torque control' and 'Engine requested torque/torque
limit' is set to a value below zero.
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

hardware and corresponding dataset configuration.
Engine torque and power information available on

BB1
Current engine torque output:
EC1.EngineRefTorque*(EEC1.ActualEnginePercTor
que - EEC3.NominalFrictionPercTorque)/100
Current engine power output:

Power [kW] = Torque [Nm] * 2 π* n [rps] /1000
Power [kW] = Torque [Nm] *π * n [rpm] / 30000
EC1.EngineRefTorque*(EEC1.ActualEnginePercTor
que - EEC3.NominalFrictionPercTorque)/100 *
EEC1.EngineSpeed / 9548
Torque reserve at current engine speed:

EC1.EngineRefTorque
*(EEC2.ActMaxAvailEngPercTorque -
EEC1.ActualEnginePercTorque) / 100
24 47711360 10-2020 © AB VOLVO PENTA

Interface
Associated signals:
BB1: Rx: VP70 'Accelerator pedal position'
VP70 'Accelerator pedal counter'
VP70 'Accelerator pedal checksum'
VP70 'Idle speed select'
VP70 'Pedal mode select'
TSC1 'Engine override control mode'
TSC1 'Override control mode priority'
TSC1 'Engine requested speed/speed limit'
TSC1 'Engine requested torque/torque limit'
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: EC1 'Engine reference torque'

EEC1 ‘Actual engine - percent torque’
EEC1 'Engine speed'
EEC2 'Road speed limit status'
EEC2 ‘Actual max available engine percent torque’
EEC3 'Nominal friction - percent torque’
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'
47711360 10-2020 © AB VOLVO PENTA 25

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)
VP70 'Pedal mode select'
TSC1 'Engine override control mode' (Redundancy
message)
TSC1 'Override control mode priority' (Redundancy
message)
TSC1 'Engine requested speed/speed limit'
TSC1 'Engine requested torque/torque limit'
TSC1 'Control purpose' (Redundancy message)
TSC1 'Transmission rate' (Redundancy message)
TSC1 'Message counter' (Redundancy message)
TSC1 'Message checksum' (Redundancy message)
Parameters
P1LGP - Idle target speed
P1SIZ - Penta Pedal Control mode
26 47711360 10-2020 © AB VOLVO PENTA

TSC1 arbitration
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
priority control one control request
priorities same?
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
47711360 10-2020 © AB VOLVO PENTA 27

Engine control interface, Governor mode select
Governor mode select

When several engines are used together, deviations 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,

'Torque 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
available'.
Versatile
For Versatile engines, the '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) The “GovGradient” is a fixed value that can be set
A using an 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

C Engine torque (Nm) average engine speed will drop slightly, and the
0 B demanded 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)
28 47711360 10-2020 © AB VOLVO PENTA

Engine control interface, Governor mode select
Genset
For 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 engine will have a larger share of the load.
Trqoutput Trqrated
P0020853
Droop for Genset engines

A Engine speed (rpm)
B Torque output
C Engine torque (Nm)
D Torque output Rated
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
47711360 10-2020 © AB VOLVO PENTA 29

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

automatically 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.
If the engine starts cranking, preheat will be stopped.

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

'Preheat indication' signal. If a start is requested before
heating is finished, the heating will be aborted and the
startability reduced.
Preheat is an option and requires specific hardware

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

available'.
Interface
Associated signals:
BB1: Rx: VP70 'Preheat request'
Tx: VP71 'Preheat indication'
BB2: Rx: VP70 'Preheat request'

Parameters
P1LGU - Always preheat
30 47711360 10-2020 © AB VOLVO PENTA

Engine control interface, Genset frequency select
Restored operation
The engine may be derated or forced to idle speed or
shutdown due to different reasons. The 'Engine
restored operation' signal is available to enable the
operator to handle critical situations without any power
loss for shorter periods of time.
The restored operation is active as long as the request

is active, a minimum and maximum allowed time in
restored operation exists, typically 10 seconds
minimum and 60 seconds maximum.
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 includes 'Engine protection

override' and 'Inducement override'.
Interface
Associated signals:
BB1: Rx: VP70 'Engine restored operation'
Tx: VP71 'Restored operation'
BB2: Rx: VP70 'Engine restored operation'

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'.
Interface
Associated signals:
BB1: Rx: VP70 'Frequency select'(Genset)
BB2: Rx: VP70 'Frequency select' (Genset)

47711360 10-2020 © AB VOLVO PENTA 31

Engine control interface, Fan speed
Disable fuel request

As long as the 'Disable fuel' signal is set active, the
engine will not inject any fuel. The purpose of this
function is to be able to perform the start battery tests.
Interface
Associated signals:
BB1: Rx: VP70 'Disable fuel'
BB2: Rx: VP70 'Disable fuel'

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.
Interface
Associated signals:
BB1: Rx: CM1 'Requested percent fan speed'’
Tx: FD 'Fan speed'
BB1: Tx: VP71 'OEM fan speed request' (not

used)
32 47711360 10-2020 © AB VOLVO PENTA

Engine control interface, NOx Control Diagnostics (NCD)
NOx Control Diagnostics (NCD)

For engines equipped with exhaust aftertreatment
system, fully functional system is required to meet the
emission requirements. When a system fault is
detected, required information has to be shown to the
operator. If the issue is not resolved, versatile engines
will be derated (inducement) and genset engines will
be shut down.
NCD HMI legal requirements

NOTICE! For recommended HMI design, see tables
Versatile: Engine control interface, page 37
Genset: Engine control interface, page 38
To be able to meet legal emission requirements, the

machine operator has to be properly informed about
possible NOx Control EATS malfunctions.
The NCD operator warning system must be

continuously active when the inducement system is
activated, and not be possible to disable.
Information about aftertreatment system is available to

the operator on CAN. The following signals are
available to provide the operator with NOx Control
EATS status:
• Time left to torque reduction.
• Time left to severe torque reduction.
• SCR inducement severity.
• SCR inducement reason.
Operator Warning System activation

• The NCD Operator Warning System must be
activated when the SCR inducement severity is
activated.
• Symbol: (ISO 7000–2946) is recommended as
the AdBlue/DEF icon.
• Combine with symbols for warning lamps:
(yellow)
(red)
47711360 10-2020 © AB VOLVO PENTA 33

When the inducement is caused by ‘Reagent tank level

low’, the warning also has to include DEF level
information.
Trigger Type NCD Operator Warning System Activation

Reagent level < 15%
Reagent quality Active fault code (SCR inducement severity > 0)
Dosing activity Active fault code (SCR inducement severity > 0)
Malfunction Active fault code (SCR inducement severity > 0)
NCD Inducement system

If no action has been taken to resolve the EATS
malfunctions or refill DEF within certain time, the
engine will be derated or shut down. Depending on
specific legislations, the level of derate and time for
each state have different characteristics.
If a remedied fault reoccurs within a certain time, the
inducement system timer will be restored to the values
it had when the fault was remedied. If the severe-level
inducement system were active when the fault was
remedied, and the fault reoccurs, the low-level
inducement system is immediately activated. The time
before the severe-level inducement system will be
activated is set to a predefined value.
In case the power reduction makes the application
stuck in an unsuitable situation, the operator has the
possibility to override the derate.
34 47711360 10-2020 © AB VOLVO PENTA

EU Stage V legislation – Versatile

For Stage V versatile engines a two level inducement
strategy applies, first a low-level derate will be applied,
where the engine will lose 25% of the available torque.
If the fault is not remedied within a time limit the second
severe-level derate will be activated, where the engine
will then lose 50% of the available torque and 40% of
available engine speed.
The time limits before activation, reactivation and clear
of the different inducement stages are different
dependent on fault. See table:
NCD inducement activation for Versatile engines

Trigger Type Low-level Severe level Repeated fault Fault free running
inducement inducement severe inducement to clear repeated
activation activation reactivation time event
Reagent level < 6% < 6% + 7 minutes N/A N/A
Reagent quality 10 hours 20 hours 2 hours 40 hours
Dosing activity 10 hours 20 hours 2 hours 40 hours
Malfunction 36 hours 100 hours 5 hours 40 hours
During heavy inducement, it is possible to override the

inducement three times for a maximum duration of 30
min each. The inducement override is activated using
the VP70: Engine restored operation CAN signal.
Combined EU US, StageV and Tier4F

For Combined EU US, StageV and Tier4F Genset
engines, a one level inducement strategy applies,
where the engine will be shut down when the time limit
is reached.
NCD inducement activation for Genset engines

Trigger Type Severe level inducement Repeated fault severe Fault free running to clear
activation inducement reactivation repeated event
time
Reagent level < 6% + 7 min N/A N/A
Reagent quality 3 hours 0.5 hour 40 hours
Dosing activity 4 hours 0.5 hour 40 hours
Malfunction 4 hours 0.5 hour 40 hours
During heavy inducement, it is possible to override the

inducement three times for a maximum duration of 30
min each. The inducement override is activated by
restarting the engine.
47711360 10-2020 © AB VOLVO PENTA 35

36
Recommended HMI design: NCD HMI behavior with regards to CAN signaling
Operator warning Pre severe level Severe level
Low level inducement Inducement override
activated inducement inducement
SCR Severity: 1 SCR Severity: 3 SCR Severity: 4 SCR Severity: 5 SCR Severity: 6
NCD Trigger HMI text
Warning Warning Warning
DEF DEF Warning lamp DEF Warning lamp DEF DEF
lamp lamp lamp
Icon Icon (red) Icon (red) Icon Icon
(yellow) (red) (red)
Reagent level ‘Urea Level Low’

SCR Severity: 1 Display the actual Urea level. For
Solid
NCD severity 4 & 5, the HMI text
Flashing Flashing Flashing Flashing must not be possible to remove.
Time left to derate: N/A
Reagent quality
SCR Severity: 2 ‘incorrect urea detected’ or
Solid
‘incorrect AdBlue detected’
Flashing Flashing Flashing Flashing
Time left to derate: ’Time left to trq. red. Time left to severe trq. red. N/A
Dosing activity ‘urea dosing

SCR Reason: 3 malfunction ’or‘ AdBlue dosing
Solid
malfunction’ or ‘reagent dosing
malfunction’
EGR Malfunction
SCR Reason: 4 Solid ‘critical emission failure’
Malfunction
SCR Reason: 4 Solid ‘critical emission failure’
47711360 10-2020 © AB VOLVO PENTA

Recommended HMI design, Versatile: NCD HMI behavior with regards to CAN signaling
Operator warning Pre severe level Severe level
Low level inducement Inducement override
activated inducement inducement
SCR Severity: 1 SCR Severity: 3 SCR Severity: 4 SCR Severity: 5 SCR Severity: 6
NCD Trigger HMI text
Warning Warning Warning Warning Warning
DEF Icon lamp DEF Icon lamp DEF Icon lamp DEF Icon lamp DEF Icon lamp
(yellow) (red) (red) (red) (red)
‘Urea Level Low’
Display the actual Urea
Reagent level level.
SCR reason: 1 Solid For NCD severity 4 & 5, the
HMI text must not be
47711360 10-2020 © AB VOLVO PENTA

possible to remove.
‘incorrect urea detected’

Reagent quality or
SCR reason: 2 Solid ‘incorrect AdBlue
detected’
‘urea dosing malfunction’
or
‘AdBlue dosing
Dosing activity
malfunction’
SCR reason: 3 Solid or
Flashing Flashing Flashing Flashing ‘reagent dosing
malfunction’
EGR Malfunction
‘critical emission failure’
SCR reason: 4 Solid
Malfunction
SCR reason: 4 Solid
37
38
Recommended HMI design, Genset: NCD HMI behavior with regards to CAN signaling
Operator warning
Pre severe level inducement Severe level inducement Inducement override
activated
NCD Trigger NCD Severity: 1 NCD Severity: 4 NCD Severity: 5 NCD Severity: 6 HMI text
Warning lamp Warning lamp Warning lamp Warning lamp
DEF Icon DEF Icon DEF Icon DEF Icon
(yellow) (red) (red) (red)
Reagent level
N/A N/A ‘Urea Level’
NCD reason: 1 Solid
Flashing Flashing
‘incorrect urea detected’

Reagent quality
Solid or
NCD reason: 2
Fault detected ‘incorrect AdBlue detected’
Flashing Flashing Flashing
‘urea dosing malfunction’
or
Dosing activity
Solid N/A N/A ‘AdBlue dosing malfunction’
NCD reason: 3
Fault detected or
Flashing Flashing ‘reagent dosing malfunction’
Malfunction
Solid N/A N/A ‘critical emission failure’
NCD reason: 4
Fault detected
Flashing Flashing
47711360 10-2020 © AB VOLVO PENTA

Engine control interface, Particle Control Diagnostics (PCD)
Particle Control Diagnostics (PCD)

For EU Stage V engines equipped with diesel
particulate filter, a fully functional system is required in
order to meet the emission requirements. When a fault
is detected in the particulate aftertreatment system,
required information has to be shown to the operator.
The particulate control malfunction is divided in three

groups:
• Removal of the particulate aftertreatment system
- The PCD must be able to detect if the DPF system
has been removed from the engine.
• Loss of function of the particulate aftertreatment
system
- The PCD must be able to detect removed filter i.e.
empty-can.
• Malfunction of the PCD system
- The PCD must be able to detect malfunctions on
the sensors and actuators used by PCD to monitor
the particulate function.
The total number and duration of all incidents, where

the PCD operator warning system has been active for
20 hours of engine operation, are stored in nonvolatile
memory in the EMS. The values are transferred if
hardware or software are exchanged or updated.
47711360 10-2020 © AB VOLVO PENTA 39

Engine control interface, Particle Control Diagnostics (PCD)
PCD HMI legal requirements

The PCD operator warning system is to be activated
within 1 hour after a fault has occurred, the CAN
signals VP257 PCD Inducement Reason and VP257
PCD Inducement Severity controls the behavior of the
HMI according to table:
PCD HMI behavior with regards to PCD CAN signaling

Operator warning activated
Operator warning activated
20 hours
PCD Trigger PCD severity = 1 PCD severity = 2 HMI text
Warning lamp Warning lamp
DPF icon DPF icon
(yellow) (red)
Loss Of Function
PCD Reason: 1 Solid
Flashing
Loss Of Function
PCD Reason: 2 Solid
Flashing
Loss Of Function
PCD Reason: 3 Solid
Flashing
If simultaneous activation of NCD and PCD, the NCD

HMI have priority.
The legal requirements require scan-tool access to the

values of the total number and duration counters, these
values are transmitted on the J1939 BB1 CAN-link,
available in signals:
• VP257 Number Of PCD Activations
• VP257 Accumulated PCD Time
The values must be available for reading in the HMI.
40 47711360 10-2020 © AB VOLVO PENTA

Engine control interface, EATS system load control
EATS system load control

For engines certified for the EU StageV legislation, a
diesel particulate filter is used. The soot level stored in
the DPF is monitored by the EMS and broadcasted on
CAN.
The EMS also calculates the need for regeneration due

to DEF crystals and HC-contamination. The amount of
ash is also calculated.
The engine calibration is carried out to keep the EATS

load at a minimum during normal operating conditions.
During frequent operation in unsuitable conditions, the
soot load will increase.
If the EATS system load level should increase, the

operator will be able to request a parked regeneration.
When the parked regeneration is activated, a
confirmation signal will be transmitted on CAN.
If no action is taken the engine will be derated and

finally a filter replacement is required to get back to
normal operation.
HMI legal requirements

NOTICE! For recommended HMI design, see table
Engine control interface, page 44.
• The operator has to be informed about the status of

the EATS system load. The HMI must present a
solid or flashing icon indicating the need for
regeneration.
• The ISO7000-2433 symbol is recommended
to use for this indication.
• The EATS system load could be implemented as a
0–100% level based on SPN 3719.
• The indication behavior should be implemented
according to the information in SPN 3697.
• Depending on the value of SPN 3719, the operator
should be informed about suitable action.
47711360 10-2020 © AB VOLVO PENTA 41

DPF parked regeneration

Parked regeneration can be activated using
the ’Parked Regeneration Request’ signal. The
information about ongoing regeneration is presented
in the ‘Active Parked Regeneration Status’ message
on CAN.
To be able to activate and run parked regeneration,

there are certain preconditions that need to be fulfilled:
• EATS system load level is according to the range
shown in figure HMI behavior with regards to EATS
system load CAN signaling.
• More than one aborted regeneration will lock the
soot model to a minimum value, above the
trigger level: the regeneration request will
remain. After five aborted regenerations in a
row, the VODIA tool is required to trigger the
operation.
• For regeneration, start the value must be above
60%. In the interval 80% to 99.9%, the regeneration
can only be started using the VODIA aftermarket
tool.
• The engine cannot be in use, that is, the engine
speed cannot be too high and there cannot be a too
big load applied on the engine.
• Active fault codes related to the powertrain function
must not be active.
If any of the conditions are not met, the regeneration

will not be started and if it is already running, it will be
aborted. In both cases Regeneration Inhibited Status
message on CAN will be set high to indicate that not
all preconditions are met.
To closer understand the Inhibit reason, several CAN

signals are implemented:
• ‘Temporary System Lockout’ – Indicates that the
EATS system load level is too low to start the
regeneration.
• ‘Permanent System Lockout‘ – Indicates that the
EATS system load level is too high.
• ‘Regeneration Inhibited Due to Accelerator Pedal
Off Idle’ – Indicates that engine is in use.
• ‘Regeneration Inhibited Due to Inhibit Switch’ –
Indicates that the regeneration is inhibited by the
user, using the ‘Regeneration Inhibit Switch’.
• ‘Regeneration Inhibited Due to Engine Not Warmed
Up’ – Indicates that coolant temperature is not high
enough to begin the regeneration.
• ‘Regeneration Inhibited Due to System Fault Active’
– indicates that the regeneration failed for other
reasons than mentioned in the previous signals, or
that HC diagnostics were triggered.
42 47711360 10-2020 © AB VOLVO PENTA

The regeneration can also be stopped using the

‘Regeneration Inhibit Switch’ in the CM1 message.
Both ‘Regeneration Inhibited Status’ and
‘Regeneration Inhibited Due to Inhibit Switch’ are set
to 1 and the regeneration is ended.
‘Active Parked Regeneration Status’ describes the

status of the regeneration where 0 means inactive and
1 means active. A low flank on ‘Active Parked
Regeneration Status’ in combination with high value of
Regeneration Inhibited Status indicates that
regeneration failed or was interrupted using the UI.
If the regeneration is not aborted, it will continue until

it is assumed to be done. The ’Active Parked
Regeneration Status’ is then set to 0 and the
‘Regeneration Inhibited Status’ is not affected and
constantly 0.
DPF ash load

Ash is accumulated in the DPF, and the amount is
calculated from fuel consumption and service interval.
Ash can’t be removed with regeneration, and thus
requires a change of the filter substrate when ash-
levels reach critical. The ash level could be
implemented in the operator HMI as a 0–100% level
based on SPN 3720.
Interface
Associated signals:
BB1: Rx: CM1 ‘Regeneration Inhibit Switch’
CM1 ‘Parked Regeneration Request’
Tx: ATS1 ‘Diesel Particulate Filter 1 Soot Load
Percent‘
ATS1 ‘Diesel Particulate Filter 1 Ash Load
Percent’
DPFC1 ‘Active Parked Regeneration
Status’
DPFC1 ‘Diesel Particulate Filter Lamp
Command‘
DPFC1 ‘Diesel Particulate Filter Status‘
DPFC1 ‘Permanent System Lockout‘
DPFC1 ‘Temporary System Lockout’
DPFC1 ‘Regeneration Inhibited Due to
Engine Not Warmed Up’
System Fault Active’
Accelerator Pedal Off Idle’
Inhibit Switch’
DPFC1 ‘Regeneration Inhibited Status’
VP257 ‘Number Of PCD Activations’
VP257 ‘Accumulated PCD Time’
VP257 ‘PCD Inducement Severity’
VP257 ‘PCD Inducement Reason’
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44
HMI behavior with regards to EATS system load CAN signaling.
SPN 3719: EATS system load level 0– 60 –
60.1 – 69.9 70 – 79.9 80 – 99.9 100
(AT1S).DslPrtcltFilter1SootLoadPercent) 59.9 60.09
Torque limit due to high soot load No Derate
SPN 3064 FMI 0 SPN 3064 FMI 11 SPN 3064 FMI 16
Fault indicator due to high soot load
Yellow lamp Red lamp Red lamp
Enabled
Standstill regeneration request by Vodia Enabled
(after filter replace)
SPN 3696: Parked regeneration request
Disabled Enabled Disabled
(CM1.DPFRegentForceSwitch)
SPN 3700: Active parked regeneration status
Not active (0) Not active (0) or active (1) Not active (0)
(DPFC1.DPFActRgnStatus)
SPN 3701: Diesel particulate filter status Regen not Regen needed Regen needed
(DPFC1.DPFStatus) needed (0) moderate level (2) highest level (3)
SPN 3697: Regeneration lamp command
Off (0) On (solid) On blink 1Hz (4)

(DPFC1.LampCommand)
SPN 3715: Permanent system lockout
Not inhibited Inhibited (1)
(DPFC1.InhibPermSystemLock)
Suggested EATS system load level indicator 0 – 60 61 – 69 70 – 79 80 – 99 100
Suggested central warning lamp Yellow lamp Red lamp Red lamp
(based on warning lamp status from SPN 624 and 623 in
DM1)
Flashing Flashing Flashing
Solid
OEM
Suggested regeneration warning in HMI
(based on input from SPN 3697)
HMI
START CONTACT CONTACT

TIME TO START
REGENERATION WORKSHOP WORKSHOP
REGENERATION
Suggested regeneration action indication in HMI IMMEDIATELY IMMEDIATELY IMMEDIATELY
(based on the input from SPN 3701 and 3715)
Regeneration needed
Regeneration required Soot level critical Soot level critical
47711360 10-2020 © AB VOLVO PENTA

Engine control interface, Stop/Start
Stop/Start
The Stop/Start function is only available when the
necessary 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.
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
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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
46 47711360 10-2020 © AB VOLVO PENTA

Engine/EATS conditions
The EMS considers several sensor values and input
parameters to determine inhibit conditions for
transmission 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
inhibited as long as any inhibit condition is active.
When the function is enabled and no inhibit condition
is active, the machine system can evaluate if 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
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 time-out 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
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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.
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'
BB2: Rx: VP70 'Start request' (Redundancy

message)
VP70 'Stop request' (Redundancy
message)
48 47711360 10-2020 © 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.
50 47711360 10-2020 © 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
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Communication, J1939 Backbone 1 (BB1) - EMS
Communication
J1939 Backbone 1 (BB1) - EMS
Description of supported signals and messages. The following frames are supported by the EMS.
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
0x 18FD7B00H 64891 AT1S - Aftertreatment 1 Service Tx 1000ms
3719 Diesel Particulate Filter 1 Soot Load Percent
3720 Diesel Particulate Filter 1 Ash Load Percent
0x18E00011 57344 CM1 - Cab message 1 Tx 1000ms
986 Requested percent fan speed
Description: ‘Requested Percent Fan Speed’ makes it possible
for the OEM to increase the fan speed. The highest of the CAN
demand and the EMS internal request will set the fan speed.
3695 Diesel Particulate Filter Regeneration Inhibit Switch
3696 Diesel Particulate Filter Regeneration Force Switch
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 protocol (TP.CM_BAM/TP.DT) is used. The SAE
J1939-73 interpretation version 4 is used as conversion
method.
0x18FD7C00H 64892 DPFC1 - Diesel Particulate Filter Control 1 (EU StageV) Tx 1000ms
3697 Diesel Particulate Filter Lamp Command
3700 Active Parked Regeneration Status
3701 Diesel Particulate Filter Status
3715 Permanent System Lockout
3714 Temporary System Lockout
3702 Regeneration Inhibited Status
3703 Regeneration Inhibited Due to Inhibit Switch
3707 Regeneration Inhibited Due to Accelerator Pedal Off Idle
3712 Regeneration Inhibited Due to System Fault Active
3716 Regeneration Inhibited Due to Engine Not Warmed Up
0x18FEE300 65251 EC1 - Engine configuration All torque values are internal and Tx 5000ms
friction losses are not included. 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
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period
Tx = transmit
Rx = receive
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. Available torque is
depending on static limitations such as engine protection, high
altitude reduction, cam/crank sensor malfunction, common rail
derate, cold start torque reduction, inducements etc.
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
3357 Actual max available engine percent torque.
Includes dynamic limitations such as smoke limit.
0x18FEDF00 65247 EEC3 - Electronic engine controller 3 Tx 250ms
514 Nominal friction - percent torque
0x18FD9400 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
98 Engine oil level
100 Engine oil pressure
111 Engine coolant level
0x18F0000F 61440 ERC1 - Electronic retarder controller 1 Tx 100ms
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 10000ms
1639 Fan speed 1)
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period
Tx = transmit
Rx = receive
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 Tx 100ms
182 Engine trip fuel
250 Engine total fuel used
0x18FEF200 65266 LFE - Fuel economy Tx 100ms
183 Engine fuel rate
0x18FEE10F 65249 RC - Retarder configuration 1) Tx 5000 ms
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
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 Retarder type
0x18EA0003, Request PGN
0x18EA0011,
0x18EA00E6 or
0x18EA00EA
0x18FD6E00 64878 SCR1 - Aftertreatment 1 SCR service information Tx 1000ms
Note: Deviation from SAE J1939 standard (Tx on request).
3826 Aftertreatment 1 SCR average catalyst reagent consumption.
Not available within 45h and 15l.
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
54 47711360 10-2020 © AB VOLVO PENTA


period
Tx = transmit
Rx = receive
897 Override control mode priority
898 Engine requested speed/speed limit
518 Engine requested torque/torque limit.
To request a specific output torque, friction losses must be
added.
3350 Control purpose
3349 Transmission rate
The recommended rates are:
Speed/torque request: 10 or 20 ms (higher rates are not
advisable).
Speed/torque limit: 10, 20, 50 or 100 ms (higher rates are not
advisable).
4206 Message counter
Note: Must be set to ‘Not available’ or sent according to SAE
standards.
4207 Message checksum
standards.
0x0C000F11 or TSC1 - Torque/speed control 1 (RET) Rx 50ms
0x0C000FE6
695 Engine override control mode
897 Override control mode priority
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.
(335 Control purpose
0)
3349 Transmission rate
4206 Message counter
standards.
4207 Message checksum
standards.
0x18ECFF00 TP.CM (EMS) According to
Description: The TP.CM message is used to communicate the transmitted
data associated with a Parameter Group. PGN.
0x18EBFF00 TP.DT (EMS) According to
Description: The TP.DT message is used to communicate the transmitted
data associated with a Parameter Group. The TP.DT message PGN.
is an individual packet of a multipacket message transfer (see
J1939-21) For example if a large message had to be divided
into 5 packets in order to be communicated, then there would
be 5 TP.DT messages.
0x18FEF700 65271 VEP1 - Vehicle electrical power 1 Tx 1000ms
158 Keyswitch battery potential
0x18FEEC00 65260 VI - Vehicle Identification Tx 2800ms
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period
Tx = transmit
Rx = receive
237 Vehicle Identification Number
Description: VIN*CHANO*
1) Not available in all configurations
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VP70 - VP Status
Identifier PGN PDU format PDU specific Data length Priority Description Update
(dec) (dec) period
Tx = transmit
Rx = receive
0x0CFF4611 65350 255 70 8 bytes 3 Engine control Rx 20ms
status.
Frame Name / Signal name

Start request
Start position: 0 0 = Inactive
Length: 2 bits 1 = Active
Factor: 1 2 = Error indication
Offset: 0 3 = Not available
Stop request
Start position: 4 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 (GE)
Start position: 6 0 = Normal running speed request
Length: 2 bits 1 = Idle speed request
Note: Idle speed select overrides VP70 pedal and TSC1 control demand.
Frequency select (GE)
Start position: 8 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: 16 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 Note: Set to 0x0000 when engine is controlled by TSC1.
Disable fuel (Versatile)
Note: Only used on Genset engines.
Accelerator pedal counter
Start position: 40 0–7 = Numeric counter
Length: 4 bits 8–14 = Reserved
Factor: 1 15 = Not Available
Offset: 0
Accelerator pedal
checksum
Start position: 44 0–7 = Valid checksum range (crc-3)
Length: 4 bits 8–14 = Reserved
Factor: 1 15 = Not Available
Offset: 0
Pedal mode select
Start position: 48 0 = Speed mode
Length: 2 bits 1 = Torque mode
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VP71 - VP Engine industry

(dec) (dec) period
Tx = transmit
Rx = receive
0x0CFF4700 65351 255 71 8 bytes 3 Engine Tx 50ms
information.

Preheat indication (not available in all configurations)
Factor: 1 2 = Error state
Offset: 0 3 = Not available (if preheater not installed)
Running indication
Start position: 2 0 = Stopped
Length: 2 bits 1 = Running
Factor: 1 2 = Reserved
Buzzer
Factor: 1 2 = Reserved
Restored operation (the ‘Restored operation’ includes ‘Engine protection override’ .
'Engine power down ack' When 'Engine power down ack' = 1, EMS afterrun is completed. If EATS is used, wait
for 'ACM System power down ack' = 0.
Start position: 58 0 = Power off not allowed
Length: 2 bits 1 = Power off allowed
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VP188 – Time to correct oil level

(dec) (dec) period
Tx = transmit
Rx = receive
0x1CFFBC00 65468 255 188 8 bytes 7 Engine Tx 1000ms
information.

Engine oil level countdown timer
Start position: 24 Quantity: time
Length: 8 bits Unit: min
Factor: 1 Raw min: 0
Offset: 0 Raw max: 255
Initial Value: 255
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VP191 - OBD information

Identifier PGN PDU PDU Data Priority Description Update
format specific length period
(dec) (dec) Tx = transmit
Rx = receive
0x1CFFBF00 65471 255 191 8 bytes 7 Signals used for Tx 1000 ms
emission
regulations.
NOTICE! All unused signals must be set to ‘Not available’.

All unused bits in the messages used must be set to 1.

Time left to torque reduction
Scaled min: 0 min
Scaled max: 6000 min
SCR inducement severity
Start position: 9 0 = No inducement active
Length: 3 bits 1 = Inducement warning
Factor: 1 2 = Not available
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: 20 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
Scaled min: 0 min
Scaled max: 7500 min
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VP219 - Stop/Start status
(Versatile)
(dec) (dec) period
Tx = transmit
Rx = receive
18FFDB00 65499 255 219 8 bytes 7 Stop/start status Tx 100 ms
message.

Engine coolant temp low inhibit (1)
Description: Active when engine temperature is outside working temperature.
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.
System malfunction (1)
Description: Active when starter control is malfunctioning, fuel pressure is too low or inducement is active.
DEF tank temp low inhibit (1)
Description: Active as long as the temperature in the DEF 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.
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 in use and will inhibit stop/start function until the engine speed and load are
below a certain limit.
1) Not available in all configurations
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VP257 - PCD Status

Rx = receive
0x19FF0100 130817 255 257 8 bytes 6 Description: PCD Tx 100 ms
system (Particulate
Control Diagnostic
system)

Number Of PCD Activations
Description: Number of activations of PCD, increased 20 hours after Warning system activation.
Start position: 16 Unit: N/A
Length: 16 bits Raw minimum: 0
Factor: 1 Raw maximum: 65535
Offset: 0
Accumulated PCD Time
Description: Accumulated PCD time for more than 20 hours
Length: 16 bits Unit: Hour
Factor: 1 Raw minimum: 0
Offset: 0 Raw maximum: 65535
PCD Inducement Severity
Description: Reason for activation of PCD
Start position: 57 0 = No inducement active
Length: 4 bits 1 = PCD Initial warning
Factor: 1 2 = PCD warning active > 20 h
Offset: 0 3 = Intensive Warning (Not used)
4 = Low level inducement active (Not used)
5 = Severe level inducement enabled (Not Used)
6 = Severe level inducement active (Not Used)
7 – 13 = Not used
14 = Error
15 = Not available
PCD Inducement Reason
Description: Reason for activation of PCD
Start position: 61 0 = OK
Length: 3bits 1 = Loss of particulate function
Factor: 1 2 = Removal of particulate system
Offset: 0 3 = Malfunction of PCD
4 = Not used
5= Not used
6 = Error
7 = Not available
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VP282 - EIO Status

Rx = receive
0x19FF1A00 130842 255 282 8 bytes 6 Description: EIO Tx 10000 ms
(Emergency
Inducement
Override) status

Number Of EIO Activations
Description: Number of activations of EIO (Emergency Inducement Override)
Start position: 0 Unit: N/A
Offset: 0
Accumulated EIO time
Description: Accumulated time for EIO (Emergency Inducement Override)
Start position: 16 Unit: Hour
Offset: 0
Time left Of EIO Operation
Description: Available time left in EIO operation.
Start position: 32 Unit: Hour
Offset: 0
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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 response
handshake 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 transmitted
associated with a Parameter Group. PGN.
0x18EBFF3D TP.DT (ACM) According to
Description: The TP.DT message is used to communicate the data transmitted
associated with a Parameter Group. The TP.DT message is an individual PGN.
packet of a multipacket message transfer
(Refer to: J1939-21 SAE International guidelines - Data Link Layer, figure
16 for details).
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J1939 Backbone 2 (BB2) - EMS

period
Tx = transmit
Rx = receive
0xC000024 0 TSC1 – Torque/speed control 1 (EMS) Rx rate
defined in
SPN 3349
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 20 ms (higher rates are not advisable)
Speed/torque limit: 10, 20, 50 or 100 ms (higher rates are not
advisable)
4206 'Message counter'
standards.
4207 'Message checksum'
standards.
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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.

Rx = receive
0xCFF4624 65350 255 70 8 bytes 3 Engine control Rx 20ms
status.

Start request
Stop request
Start position: 4 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: 6 0 = Normal running speed request
Length: 2 bits 1 = Idle speed request
Note: Idle speed select overrides VP70 pedal and TSC1 control demand.
Frequency select
Start position: 8 0 = Primary engine speed request (1500 rpm)
Length: 2 bits 1 = Secondary engine speed request (1800 rpm)
Note: Only used on dual speed Genset engines.
Preheat request
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Engine restored operation
Accelerator pedal position
Start position: 16 0x0000-0x03FF = 0 –100%
Length: 2 bytes 0x0400-0xFDFF = Not valid range
Factor: 0.097752 0xFE00-0x0FFE = Error indication
(100/1023)%/bit Note: Set to 0x0000 when engine is controlled by TSC1.
Offset: 0
Disable fuel (Versatile)
Accelerator pedal counter
Start position: 40 0 – 7 = Numeric counter
Length: 4 bits 8 – 14 = Reserved
Offset: 0
Accelerator pedal checksum
Start position: 44 0 – 7 = Valid checksum range (crc-3)
Length: 4 bits 8 – 14 = Reserved
Offset: 0
Pedal mode select
Start position: 7.1 0 = Speed mode
Length: 2bits 1 = Torque mode
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Communication, Diagnostics
Diagnostics
Available in the aftermarket tool.
NOTICE! When the CAN diagnostics uses the

transport protocol the standard polling is not
supported, meaning that no ‘request to send’ is
transmitted and no ‘clear to send’ is being received. No
‘end of message ack’ is received. The EMS will send
a BAM and directly thereafter followed by DM1.
Interface
Associated message:
BB1: Tx: DM1
Diagnostic messages
DCU2/CIM
Associated hardware/input:
Available in the ‘Diagnostics’ menu.
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Communication, Parameters
Parameters
There are parameters available to reconfigure the engine with aftermarket tools.
P1JJ4 - PTO Governor gradient used
Parameter used to permanently activate the ‘Governor mode select’. When parameter is set to true it will have
the same effect as when VP70 ‘Governor mode select‘ is set to 1.
P1JJ0 - PTO Governor gradient

The parameter will adjust the GovGradient used for Versatile engines.
P1M64 - PTO Droop ratio (Genset)

The parameter will adjust the droop used on Genset engines.
P1LGP - Idle target speed (Versatile)

The idle target speed is possible to adjust for reduced noise and vibrations.
P1LGR - Ignition off stops engine

When ‘Ignition off stops engine’ is set to 1, the Power down sequence will be initiated although the engine is
running. When set to 0, the engine has to be stopped before the power down sequence will be initiated.
P1LGU - Always preheat

When ‘Always preheat’ is set to 1,Preheat will be automatically started at ignition on if the engine is cold. When
set to 0, VP70 ‘Preheat request‘ has to be used to activate the heater.
P1MUF - Adjustment factor for high I-gain of espd governor
P1MUG - Adjustment factor for low I-gain of espd governor
P1MUH - Adjustment factor for low P-gain of espd governor
P1MUI - Adjustment factor for high P-gain of espd governor
P1MUJ - Adjustment factor for high D-gain of espd governor
P1MUK - Adjustment factor for low D-gain of espd governor

The engine speed governor factors are possible to tune for improved response.
47711360 10-2020 © AB VOLVO PENTA 71

Index
C
CAN bus interface...................................................... 6
CAN bus termination................................................ 10
CIM (Control Interface Module).................................. 8
Communication........................................................ 52
D
Diagnostics............................................................... 70
Disable fuel request.................................................. 32
E
EATS system load control........................................ 41
Engine control interface.............................................. 6
F
Fan speed................................................................ 32
G
General Information.................................................... 2
Genset frequency select........................................... 31
Governor mode select.............................................. 28
I
In Service Monitoring Interface................................... 8
J
J1939 Backbone 1 (BB1) - ACM.............................. 66
J1939 Backbone 1 (BB1) - EMS.............................. 52
J1939 Backbone 2 (BB2) - EMS.............................. 67
N
NOx Control Diagnostics (NCD)............................... 33
O
OEM control system................................................... 7
OEM interface............................................................ 7
P
Parameters............................................................... 71
Particle Control Diagnostics (PCD).......................... 39
Power down sequence............................................. 14
Power supply interface............................................... 4
Power up sequence.................................................. 11
Preheat..................................................................... 30
R
Restored operation................................................... 31
S
Source addresses.................................................... 10
Speed/Torque control............................................... 16
Start.......................................................................... 11
Stop.......................................................................... 12
Stop/Start................................................................. 45
T
TSC1 control............................................................ 22
V
VP188 – Time to correct oil level.............................. 60
VP191 - OBD information......................................... 61
VP219 - Stop/Start status......................................... 62
VP257 - PCD Status................................................. 64
VP282 - EIO Status.................................................. 65
VP70 - VP Status............................................... 57, 68
VP71 - VP Engine industry....................................... 59
47711360 10-2020 © AB VOLVO PENTA 73

47711360 English 10-2020
AB Volvo Penta
SE-405 08 Göteborg, Sweden
www.volvopenta.com

Electric Interface Specification 47711360 - EN

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Electric Interface Specification 47711360 - EN

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Electrical Interface Specification

47711360 10-2020 © AB VOLVO PENTA 1

The intention is to provide vehicle and control module

OEM control system

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47711360 10-2020 © AB VOLVO PENTA 3

Power supply interface

1. EMS 8. Battery 24V

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Power connector interface

Engine 4-pin Deutsch male connector, for Versatile

OEM fuse harness female pin connector.

Regarding quiescent current, measured through fuse

Consumer Fuse Current

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Engine control interface

EU Stage V CAN Architecture

1. Aftermarket tool 8. 16-pin EATS connector

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Engine 8-pin Deutsch connector

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CIM (Control Interface Module)

The CIM is equipped with a display that shows engine

In Service Monitoring Interface

Volvo Penta supplies a Y-split cable for OEMs that

PEMS physical interface

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PEMS CAN interface

Net Engine Brake Torque calculated as:

Table 1: PEMS Mandatory CAN-signals

Table 2: PEMS additional CAN-signals

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CAN bus termination

The maximum length between OEM interface and

The EMS 2.4 has built-in terminations on both BB1 and

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The engine management system and aftertreatment

The OEM machine control system must start

BB2: Rx: VP70 'Start request'

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1. VP70, Stop request (CAN)

NOTICE! As long as the 'Stop request' is active,

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2. Ignition Input (pin 5 OEM interface)

3. Stop switch input (pin 6 OEM Interface)

BB2: Rx: VP70 'Stop request'

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Power down sequence

Schematic overview of the complete system power-down sequence.

1. Operator 9. Engine power down ack =1

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EMS power down

When the EMS after-run 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

NOTICE! The main power must not be switched off

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Pedal Pedal target

The pedal mode selection only has impact on versatile/