Ddec Features Preliminary

DaimlerChrysler Off-Highway
Off-Highway Application Training
5.1 AIR COMPRESSOR CONTROL

Air Compressor Control is an optional DDEC
feature that allows DDEC to:
regulate engine speed based on pressure feedback
load/unload a valve in order to maintain a requested
compressor outlet air pressure for air compressor
applications.
Multiple pressures can be programmed
Activated using engine ratings feature

Applications
Feature created for rental

air compressor
applications
Successfully applied in jet
starters
Required validation of low
pressure sensor
Successfully applied in
petroleum market
compressors
Discussions begun with
PCI for nitrogen
generators

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Air Compressor Load Switch
Digital
Air Compressor Load

Solenoid
Set/Coast On
Resume / Acceleration On
Analog
DDEC Air Compressor Pressure Sensor Analog
None
Frequency
Engine Speed Sensors
None
J1587/1939 None
Frequency
J1587/1939 Pump Pressure
Logic
Grounding air compressor load switch digital input activates
the air compressor control system.
When pressure reaches a programmable limit above the
pressure set point the DDEC digital output will be grounded.
This output may be used to either open an air compressor
vent or close the air inlet.
Once the air pressure has dropped to a lower programmable
limit, the digital output will be open circuited which will either
close the vent or open the air inlet.
5.2 ANTI-LOCK BRAKE SYSTEMS
Anti-lock Brake Systems (ABS) are electronic

systems that monitor and control wheel speed
during braking.
The system monitors wheel speed at all times,
and controls braking during emergency
situations
ECM receives a message from the ABS requesting a 0%
output torque limit.
J1922 or J1939 Communication
5.3 CRUISE CONTROL
Engine Speed Cruise Control

Power is varied under Engine Speed Cruise Control to
maintain constant engine speed. Engine Speed Cruise
Control does not need a VSS.
Vehicle Speed Cruise Control

Engine speed and power are varied under Vehicle Speed
Cruise Control to maintain the set vehicle speed. Vehicle
Speed Cruise Control requires a Vehicle Speed Sensor
(VSS).
5.4 CRUISE CONTROL FOR

DRILLING/PUMPING APPLICATIONS
Feature Allows Operator to:

Set Engine Speed During
Drilling and Pumping Process
Brake - Drop to Idle Speed
Resume - Return to Original
Speed.
Returning to Original Set

Speed is Desirable Since it
has been Dialed in by
Operator and is Ideal for the
Particular Job.
Requires ALT MIN VSG
Feature Allows Dual Station
Control
5.3 CRUISE CONTROL

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Cruise Enable
Digital
Cruise Control Active Light
Analog
None
Clutch Released
Service Brake Released
Set / Coast On
Resume Acceleration On
Analog
None
Frequency
VSS (for vehicle speed cc) Frequency
None

J1587/1939 Vehicle / Equipment
J1587/1939 Max Vehicle Speed Limit

CC High Set Limit Speed
CC Low Set Limit Speed
5.5 DIAGNOSTICS
The purpose of this feature is to provide information
for problem identification and problem solving in the
form of a code.
The ECM continuously performs self diagnostic
checks and monitors the other system components.
Information for problem identification and problem
solving is enhanced by the detection of faults,
retention of fault codes and separation of active from
inactive codes.
Flash Codes
J1939 Faults Broadcast (R32)
5.5 DIAGNOSTICS
Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Diagnostic Request
Digital
Coolant Level Low Light
SEO Diagnostic Request
Engine Overspeed
Auxiliary Shutdown #1
High Coolant Temp Light
High Crankcase Pressure Light

High Oil Temperature Light
Low Coolant Pressure Light
Low DDEC Voltage Warning Light
Low Oil Pressure Light
Service Now Lamp
Analog
Analog
Engine Temp Sensors
SEL
Engine Pressure Sensors

Frequency
CEL
Frequency
None
J1587/1939
Fault Codes
5.5 DIAGNOSTICS
Historical Memory of SEL Fault Codes

DDEC stores historical record of past fault occurrences
Time engine hours, real time, date information
Number of occurrences and duration
Stop engine overrides
Permanent Memory of SEL Fault Codes

DDEC IV stores permanent record of past serious fault
occurrences
Same information as above
5.5 DIAGNOSTICS
Service Now Lamp
The Service Now Lamp (SNL) digital output is switched to

battery ground for certain engine critical faults as defined
by the product engineers and the 6N4C settings of the
Application Code System (ACS).
This can be wired as:
a substitute for the Check Engine Lamp circuit,
as a secondary indicator (which activates for fewer fault conditions)
in addition to the standard CEL (which activates for all faults),
or the normal CEL circuit can be configured to act as a SNL without
the need to add a wire nor configure a digital output function.
5.6 EDM AND AIM

The EDM will display the
following parameters :
Engine RPM
Engine coolant
temperature
Engine oil temperature
Engine oil pressure

Vehicle speed
Auxiliary pump pressure
Engine load
Check and Stop engine
indicators
5.6 EDM AND AIM
The AIM (or Auxiliary

Information Module) is
required for obtaining vehicle
system information not
supplied by the EDM, via a
series of vehicle sensors.
This information can then be

displayed on the EDM
Offers warning / protection

for equipment parameters
Immediate shutdown
available
5.6 EDM AND AIM

Inputs
AIM Input Channel Number
Sensor Description
Medium Temperature -10 to 150 C
Medium Temperature -10 to 150 C
Low Temperature -40 to 96 C
Low Temperature -40 to 96 C
High Pressure 0 to 400 psi
High Pressure 0 to 400 psi
Low Pressure 0 to 65 psi
Low Pressure 0 to 65 psi
Fuel Level Type 1 240 to 33 Empty to Full
10
Fuel Level Type 2 10 to 180 Empty to Full
11
Fuel Level Type 4 15k Potentiometer
12
Temperature RTD1 0 to 260 C
13
14
Current Sensor DC 0 to 120 Amperes
15
Current Sensor DC 0 to 120 Amperes
16
5.29 PRESSURE SENSOR GOVERNOR
The Pressure Sensor Governor (PSG) is an optional DDEC

feature designed primarily for fire truck applications.
PSG is a unique governor system which electronically
controls engine speeds based on one of two selected
modes of operation:
Pressure Mode - monitors water pump discharge pressure while
varying engine speed to maintain the set pump pressure
RPM Mode - maintains a set engine speed regardless of engine
load, similar to Variable Speed Governor (VSG) operation
PSG offers cavitation protection logic

Applications
Municipality used PSG on standby water pumps
Protected pipes from excessive pressure

Inputs / Outputs
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
PSG enable
Digital
cruise active
PSG active
Pressure/RPM mode
Resume / Accel On
Set / Coast On
Analog
Fire truck pump pressure sensor Analog
None
Frequency
None
Frequency
J1587/1939 Pump Pressure
J1587/1939
Logic
PSG is enabled by grounding the digital input "PSG Enable"
(function #24).
The mode is selected by either providing battery ground (Pressure
Mode) or an open circuit (RPM Mode) to the digital input
"Pressure/RPM Mode" (function #8).
The engine will maintain the engine speed or pump pressure that is
current when the mode switch is toggled between the RPM and
Pressure modes.
The PSG Ready Light illuminates when PSG is waiting for an
operating point.
After the Increase or Decrease button has been pressed the PSG
active output will be turned on illuminating the PSG Active Light.
5.7 ELECTRONIC FIRE COMMANDER

Operates the Pressure Sensor Governor (PSG)
Displays all vital engine operating parameters
PSG provides precise control of fire pump operations
Two modes of operation:

RPM Mode (engine speed) - controls engine speed to a
desired RPM
Pressure Mode (water pump pressure, psi) - controls engine
speed to maintain a desired discharge manifold pressure
ELECTRONIC ENGINE COMMANDER
Display
Speed, Voltage, Oil Pressure,
Coolant / Oil Temp
Information Center
Messages, Fault Codes
ATEX Group II
Category 3G (Zone 2)
Certification
Control
RPM Mode (engine speed) controls engine speed to a
desired RPM
Pressure Mode (water pump
pressure, psi) - controls engine
speed to maintain a desired
discharge manifold pressure
Class 1 Division 2
Certification
5.8 ELECTRONIC SPEED SWITCH
The Electronic Speed Switch

(ESSE-2) is a two channel
electronic speed switch
typically used in generator
set applications.
Two channels can be used for
crank (starter motor)
disconnect and overspeed
protection, or for underspeed
and overspeed warnings.
When the engine reaches
proper speed during cranking,
Switch 1 will close causing the
cranking motor to be
disconnected.
Switch 2 closes during an
overspeed condition causing
the engine to cease operation
by removing power from the
fuel solenoid.
Speeds can be set

with a potentiometer
5.9 ENGINE BRAKE CONTROLS
The Engine Brake option converts a power-producing

diesel engine into a power-absorbing air compressor. This
is accomplished by opening the cylinder exhaust valves
near the top of the normal compression stroke and
releasing the compressed cylinder charge to exhaust. The
release of the compressed air to atmospheric pressure
prevents the return of energy to the engine piston on the
expansion stroke, the effect being a net energy loss.
Fueling is cut off when this occurs.
A dash mounted On/Off Switch is used to enable the Engine
Brake option.
DDEC will directly control the engine brake solenoids using
an intensity switch to select two, four or six cylinders to
produce low, medium, or high braking power on a Series
60.

Applications
Feature originally created for over-the-road
trucks
Successfully applied to well service (pulling) rigs
to slow long lengths of pipe in the hole
Saves wear on drawworks brakes
Underground mining applications

Engine overspeed digital output connected to Jake Brake
digital input
Enable set at 2250 rpm
Disable set at 2200 rpm
Jake Brakes apply automatically

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Engine Brake Disable
Digital
Engine Brake Active

External Engine Brake
Enable**
Engine Brake Low

Engine Brake Medium
Clutch Released
Konstantdrossel Switch*
Analog
None
Analog
None
Frequency
VSS
Frequency
None
J1587/1939
J1587/1939
* Konstantdrossel (KD) digital input selects low engine brake when the input is switched
to battery ground.
** This output will be switched to battery ground when the retarder is enabled, Cruise
Control Is inactive, and the engine retarder level is not 0.
5.10 ENGINE PROTECTION
The DDEC engine protection system monitors all engine

sensors and electronic components, and recognizes
system malfunctions. If a critical fault is detected, the
Check Engine Light (CEL) and Stop Engine Light (SEL)
illuminate.
Response to each critical fault can be individually
programmed.
Engine protection consists of different protection levels:
Warning Only
Rampdown
Shutdown
Warning Only
The CEL and SEL will illuminate if a fault is detected.
There is no power and/or speed reduction when "Warning
Only" is selected. The resulting engine protection is at the
discretion of the engine operator.

Rampdown
The CELand SEL will illuminate if a fault is detected.
The ECM reduces torque and/or speed over a 30 second
period after the SEL illuminates.
The initial torque/speed, which is used for reduction, is the
operating torque or speed prior to the SEL fault condition.
Shutdown
This option operates in the same manner as rampdown,
except the engine shuts down 30 seconds after the SEL is
illuminated
ENGINE OVERTEMPERATURE PROTECTION

EOP is additional logic programmed into the ECM and used in
conjunction with standard temperature protection.
When EOP is part of the engine calibration, engine torque and/or
speed is reduced as a function of temperature.
The CEL illuminates and a fault code is logged when the EOP
calibrated temperature is reached.
If the temperature does not decrease as torque/speed is reduced,
the SEL will illuminate when a still higher temperature is reached.
The subsequent action taken by the ECM depends on customer
selection of one of the following:
Warning only
30 second rampdown
Shutdown
STOP ENGINE OVERRIDE

OPTIONS
Momentary Override
An SEO switch is used to
override the shutdown
sequence.
This override resets the 30
second shutdown timer,
restoring power to the level
when the SEL was
illuminated.
The switch must be
recycled after five seconds
to obtain a subsequent
override.
STOP ENGINE OVERRIDE OPTIONS

Continuous Override has two options. These types are dependent
upon specific engine applications. The ECM will record the number
of times the override is activated after a fault occurs.
1 This option is used when the vehicle needs full power during a
shutdown sequence.
Full torque capability is maintained as long as the override switch is
pressed.
This is intended for Coach applications only.
2 This option is used for a one time continuous override of the

shutdown sequence.
This is primarily used in construction and industrial applications.
The engine protection system is disabled until the ignition key is cycled.

Continuous Override Option 1

Air Temperature Torque Reduction
Air Temperature Torque Reduction is an engine protection
feature that provides a reduction in engine torque if intake
manifold temperature exceeds an allowable threshold
IMT Derate vs Torque
6500
6000
atntmp
Max Torque
5500
IMT = 73 degC
5000
IMT = 83 degC
4500
atqmax
atxtmp
IMT = or > 93 degC
atqmin
atxrpm
3500
atnrpm
Torque (N-m)
4000
3000
2500
2000
1500
1000
500
0
600
Comments:
- atxrpm = 2100 = RPM at (and above) w hich max torque reduction occurs
- atnrpm = 1650 = RPM below w hich no torque limit occurs
- atqmax = 81.57% or 5098 N-m = torque available at atntmp w hen RPM is = or > atxrpm
- atqmin = 73.3% or 4583 N-m = torque available at RPM > or = atxrpm and IMT is > or = atxtmp
- atxtmp = 93 degC = air temp at (and above) w hich max torque reduction occurs
- atntmp = 73 degC = air temp below w hich no torque limit occurs
750
900
1050
1200
1350
1500
1650
1800
1950
2100
Engine Speed (rpm )

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Diagnostic Request
Digital
Coolant Level Low Light
SEO Diagnostic Request
Engine Overspeed
High Coolant Temp Light
High Crankcase Pressure Light

High Oil Temperature Light
Low Coolant Pressure Light
Low DDEC Voltage Warning Light
Low Oil Pressure Light
Service Now Lamp
Analog
Analog
Engine Temp Sensors
SEL
Engine Pressure Sensors

Frequency
CEL
Frequency
None
J1587/1939
Fault Codes
5.11 ENGINE RATINGS
Engine ratings are designated by horsepower rating and

engine speed.
For on-highway applications, three independent engine
ratings and an additional dependent rating (cruise power)
are provided.
For off-highway applications, up to three independent
ratings are provided.
Although multiple ratings are stored in the ECM, only one
rating is in operation at any time.
Engine rating switches may be used to select any of the
individual ratings (maximum of three) and the dependent
rating.
Ratings can also be changed with DDR/DDDL
Password protected if desired
5.11 ENGINE RATINGS

Applications
Drill rig applications
One rating used over-the-road
Second rating used over the hole
Cranes
Full horsepower rating used over-the-road & crane operation
Two additional low horsepower ratings provided drivetrain
protection in low gear operation
5.11 ENGINE RATINGS

Applications
Engine overspeed test
Hazardous environments some locations require actual
overspeed
Calibration created with no guts fueling up to 2410 rpm
Customer required to password protect the test rating
5.11 ENGINE RATINGS
Limiting Torque Curve Option (Digital Torque

Limiting - DTL)
The Limiting Torque Curve option provides the ability to
operate the engine on a reduced torque curve when the
appropriate digital input is activated.
The Limiting Torque Curve option can limit the engine
maximum speed when the appropriate digital input is
activated.
5.11 ENGINE RATINGS

Applications
DTL rpm limit used for Genset Idle (600 or 900
rpm)
DTL rpm limit used on Series 50 powered pulling
unit for speed below idle
700 rpm idle caused drum brake handle to kick back during
engagement
600 rpm DTL allowed smooth operation
DTL used in Australian rail application

Provides very low torque (< 50 lb-ft) to prevent thump from
gearbox converter to lockup shift
5.11 ENGINE RATINGS

Applications
Digital Torque Limiting for Series 2000 Engine
Protection
TAR 4667 Power Curve
5000
4500
Original Torque Curve

Modified Torque Curve
Torque (Nm)
4000
3500
3000
2500
2000
1500
1000
1200
1400
1600
1800
2000
2200
Engine Speed (rpm)
5.11 ENGINE RATINGS
12V 4000 @ 2250 Hp Rating 6N4D-0500

Rating 1: 2250 Hp @1900 rpm 6888 lb-ft @ 1650 rpm
Rating 2: 2230 Hp @1900 rpm 6345 lb-ft @ 1650 rpm
Rating 3: 2207 Hp @ 1900 rpm 6156 lb-ft @ 1650 rpm
Digital Torque Limit Table

Table 0001 is the Default Table
Table 4002 provides 40% Torque Reduction based on
Rating 2
Custom torque limit tables can be created
5.11 ENGINE RATINGS

Applications
Digital Torque Limiting (DTL) for Allison Transmission

Powershifting
40% Torque Reduction During Shift
Ideal for Engine speed Recovery and Reduced Clutch Energy
Reduces Shift Shock During Upshifts and Downshifts
Production Released in 2002

Testing
OEM, DDC, DDC Distributors, & Allison with Instrumented
Transmission
Choke Set at Full Power, Engine Accelerated 1-6th gear
Full Power Upshifts and Downshift in 5th and 6th Gear
5.11 ENGINE RATINGS

Applications
5.11 ENGINE RATINGS

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Limiting Torque Curve
Digital
None
Analog
None
Rating Switch #1
Rating Switch #2
Analog
None
Frequency
Engine Speed Sensors Frequency
J1587/1939
J1587/1939
None
5.12 ETHER START
The DDEC Ether Start System is a fully-automatic engine

starting fluid system used to assist a Series 50, Series 60 or
Series 2000 diesel engine in cold starting conditions.
The amount of ether is properly controlled to optimize the
starting process and prevent engine damage.
Ether Start will occur in two modes, preload (before cranking)
and block load (during and after cranking).
The mode and duration of injection is determined by DDEC
based on engine speed and coolant, air and oil temperatures.
Since excessive preloading could be harmful to engine
components, DDEC will not allow multiple preloads.
The engine speed must exceed 1500 RPM to reset the preload.
5.12 ETHER START

PRESSURIZED
FLUID CYLINDER
COOLANT TEMP.
OIL TEMP.
AIR TEMP.
ENGINE SPEED
DDEC
(ECM)
DIESELMATIC
VALVE
ETHER
INJECTION
RELAY
METERING
ORIFICE
LOW CYLINDER
INDICATOR
INJECTOR
NOZZLE
TO
BATTERY
+
FUSE
HOLDER
ENGINE SPEED - RPM
5.12 ETHER START

1200
1050
900
ETHER START TEST: +10 F OIL TEMPERATURE
750
600
450
300
150
0 0
10
20
30
40
TIME - SECONDS
50
60
70
ENGINE SPEED - RPM
NON-ETHER START TEST: +10 F OIL TEMPERATURE

1200
1050
900
750
600
450
300
150
0 0
10
20
30
40
TIME - SECONDS
50
60
70
5.12 ETHER START

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
None
Digital
Ether Injection
Analog
Engine Temp Sensors
Analog
None
Frequency
None
J1587/1939
None
J1587/1939 None
5.13 EXTERNAL ENGINE SYNCHRONIZATION

Provides a method of synchronizing the engine
RPM of two or more engines using a frequency
signal generated by an external vehicle controller
or the tach drive output of another engine.
Either engine can be master.
5.13 EXTERNAL ENGINE SYNCHRONIZATION

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
External Engine Synchronization/ Digital

Frequency Input Active
External Engine Synchronization/

Analog
None
Analog
None
Frequency
Frequency
Tach Output
Vehicle Speed Sensor (VSS)

Aux Timed Input (ATI)
J1587/1939
J1587/1939
5.14 FAN CONTROL
DDEC provides fan control for four different fan

configurations:
Single fan
Dual fans
Two-speed fan
Variable speed single fan (PWM)
Fan Controls are Enabled When:

Oil or coolant temperature above 06N04C levels
Air temperature and engine torque above 06N04C levels
Intercooler coolant temperature exceeds 06N04C levels
5.14 FAN CONTROL

Applications
Fan controls
Used to control shutters on Series 2000 engines in Canada
5.14 FAN CONTROL

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Transmission Retarder Status Digital
Fan Control #1
Air Conditioner Status
Fan Control #2
Fan Control Override

Jake Brake
Analog
Engine Temp Sensors
Analog
None
Frequency
Frequency
None
PWM
N/A
PWM
10, 50, 100, 160, 250, 460 Hz
J1587/1939
J1587/1939
5.15 FUEL ECONOMY INCENTIVE
The purpose of this feature is to allow the fleet

manager to set a target fuel economy while
providing the driver an incentive to meet the
target.
If this fuel economy is exceeded, the driver will be given a
slightly increased vehicle speed limit.
5.16 GLOW PLUG CONTROLLER

The Glow Plug Controller is used for warm-up for
alcohol fueled engine applications.
5.17 HALF ENGINE IDLE

16V4000 C&I Engines; Half Engine Operating Zones
(DDEC R30 Y2001, neglecting Parasitics, warm)
700
Temperature exclusion:
To enter half engine,
Formula based on JW and intake manifold temp < 128.75 F
Will exit half engine when,
Formula based on JW and intake manifold temp > 132.75 F
16V4000 Engine Brake Horsepower
600
500
400
300
Once in half engine, half engine

will continue until RPM and BHP
exceed this zone.
200
Hysteresis
100
0
600
RPM and BHP must be in this

zone for the engine to begin
half engine operation.
750
900
1050
1200
1350
1500
1650
1800
1950
Half Engine Idle (HEI)

mode allows the engine to
run on half the cylinders.
Running in HEI
significantly reduces white
smoke in cold engine
operation, after startup or
during extreme cold
weather operation.
The HEI logic continuously
reviews several engine
conditions to determine if
it should be deactivated.
2100
Engine Speed (RPM)
5.18 IDLE SHUTDOWN TIMER AND

VEHICLE POWER SHUTDOWN
The Idle Shutdown Timer will shut down the engine if it

remains idling for a specified period of time.
There are four options that can operate with Idle Shutdown
Timer.
Idle Shutdown Override

Vehicle Power Shutdown
Variable Speed Governor (VSG) Shutdown
Ambient Air Temperature Override Disable
Vehicle Power Shutdown is used with Idle Timer Shutdown

or Engine Protection Shutdown.
After the idle timer times out or engine protection shuts the
engine down, the Vehicle Power Shutdown relay shuts
down the rest of the electrical power to the vehicle.
5.18 IDLE SHUTDOWN TIMER AND VEHICLE

POWER SHUTDOWN Input / Output
INPUTS
FUNCTION
Digital
Parking Brake Interlock Digital
Analog
Engine Temp Sensors
Analog
None
Frequency
Frequency
None
J1587/1939
OUTPUTS
FUNCTION
J1587/1939
5.19 IRIS
The Infrared Information System (IRIS) is an
optional feature that provides for infrared twoway communication between a vehicle and a PC.
5.20 LOW GEAR TORQUE LIMITING
Low Gear Torque Limiting is an optional feature

that allows a transmission to be used with
engines capable of producing more torque than
the transmission's peak torque rating.
Low Gear Torque Limiting provides a limit on the
available torque if the ratio of vehicle speed to
engine speed is below a set point.
5.21 MAINTENANCE ALERT SYSTEM
Oil Level
Sensor
Monitor Display Unit
Fuel
Restriction
Sensor
DDR
Add Coolant
Level Sensor
Detroit Diesel
Electronic Control Module
DDDL
Air Filter
Restriction
Sensor
CEL
SEL
5.21 MAINTENANCE ALERT SYSTEM

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
None
Digital
None
Analog
Oil Level
Analog
CEL
SEL
Add Coolant Level

Air Restriction
Fuel Restriction
J1587/1939
J1587/1939 MAS (J1587)
5.22 MANAGEMENT INFORMATION

PRODUCTS
Formerly called Data Hub, comprise a modular
system that provides monitoring of any DDECequipped engine.
These products provide substantial storage
capacity, flexible data extraction and
communication capabilities.
5.22 MANAGEMENT INFORMATION PRODUCTS

Data Collection Members
DDEC III Data Pages

Optional feature of the DDEC III ECM
When activated, it utilizes available memory and processing speed
to record engine and vehicle operating information.
Data is stored in daily records for a maximum of 14 working days.
Information on engine performance trends, service intervals and
ECM diagnostics are also stored.
DDEC IV Data
Standard part of the DDEC IV ECM
DDEC IV Data utilizes available memory and processing speed,
along with a built-in, battery-backed clock/calendar to document the
performance of the driver and vehicle.
Data is stored in three monthly records and in a trip file that may be
reset at extraction.
Data on periodic maintenance intervals, hard brake incidents, last
stop records, daily engine usage, and ECM diagnostics is also
stored.

Data Logger
Data storage module designed for DDEC III and other electronically
controlled engines that communicate on the SAE J1708 diagnostic
data link and follow the SAE J1587 protocol.
Data is stored in daily records for a maximum of 100 days.
Data on engine performance trends, service intervals, hard brake
incidents, events, and ECM diagnostics is also stored.
ProDriver(Release 3.0)
Dashboard-mounted graphic device that displays data stored in its
memory.
Two automatically shown display screens which offer real-time
feedback based on vehicle activity, the Fuel Economy" screen and
the Idle Percentage" screen

ProDriver DC
Dashboard-mounted display that provides real time and
summary information on vehicle and engine operation.
Real time graphic displays, shown when the engine is
running, provide driver feedback on idle and driving
performance relative to fleet goals.
ProDriver DC also has a Fuel Economy Incentive status
screen and a clock/calendar with battery backup.
Engine alerts provide a descriptive message when the CEL
and SEL are illuminated.

Data Analysis & Reporting Software
DDEC Reports
Software that produces a wide range of diagnostic and
management reports.
DDEC Reports produces comprehensive trip reports in both
on-highway and nonroad markets.
Detroit Diesel Data Summaries

PC program for Windows 95/98 is used to analyze and
report trip data from DDEC Data, ProDriver and ProDriver
DC.
Data Summaries can report trip data one vehicle at a time,
summary reports for the whole fleet, and reports of driver trip
activity.

Data Analysis & Reporting Software
ProDriver Reports
Windows 95 compatible software sends set-up parameters
to, extracts data and generates Activity and Incident reports
from ProDriver (Release 3.0).
ProManager Rel. 2.1

ProManager 2.10 is a DOS-based fleet management
software that extracts data from DDEC III Data Pages and
the Data Logger to produce comprehensive trip, summary
and exception reports for fleet managers.
5.23 MARINE CONTROLS
The DDEC III Level II

Bridge Control system
combines the advantages
of an advanced
technological electronic
fuel injection and control
system with the ability to
control up to six control
stations and as many as
four engines.
Additional engines require
additional control
systems.
5.24 OPTIMIZED IDLE
Optimized Idle enhances the DDEC Idle Shutdown

feature.
Optimized Idle will automatically stop and restart
the engine when required in order to keep the
engine temperature above 60 F, the battery
charged, and/or the vehicle interior at the desired
temperature (using the optional Optimized Idle
thermostat).
5.24 OPTIMIZED IDLE

Applications
Feature designed for overthe-road trucks

Successfully applied in
Series 50 powered
straddle carrier
applications in cold
climates
System used to ensure
hydraulic oil temperature
maintained
Interlocks & labels were
used on engine
compartment doors
5.24 OPTIMIZED IDLE

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Park Brake Interlock
Digital
Cruise Enable
Analog
Optimized Idle Active Light
Engine Temp Sensors
Analog
Thermostat Input
Frequency
PWM
N/A
PWM
None
Alarm 50 Hz
Starter Relay 50 Hz
J1587/1939
J1587/1939
5.25 OPTIMUM LOAD SIGNAL
The optimum load signal provides feedback

relative to current engine loading versus the
optimum engine loading necessary to maximize
engine performance and fuel economy.
The feedback is in the form of a Pulse Width Modulated
(PWM) output where a duty cycle of 50% indicates operation
on the preferred load curve.
The PWM output ranges from 5% to 95% where a 5% duty
cycle indicates the maximum engine overload and 95%
indicates the maximum engine underload.

16V-4000 Optimum Torque (Ideal)
120
Opti % Tq
100
Overload (95% d.c.)

Underload (5% d.c.)
100%_Rtq
% Torque
80
60
40
20
0
600
750
900
1050
1200
1350
1500
1650
1800
1950
Engine Speed

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
None
Digital
None
Analog
None
Analog
None
Frequency
PWM
N/A
J1587/1939
PWM
None
50 Hz
J1587/1939
5.26 OVERALL GOVERNOR GAIN
Overall Governor Gain is used to just to adjust

the governor gain between the minimum and the
maximum governor gain parameters.
Overall Governor Gain can be modified (using
DRS) on generator set applications in the field to
work with different inertia alternators.
This feature has also been used to improve
engine response on frac applications.
5.27 PASSMART
The PasSmart feature allows a fleet manager to

enable a second Vehicle Limit Speed (VLS) above
the normal VLS to assist while passing other
vehicles on the highway.
This second VLS is programmed for a limited
duration during a given time period (interval).
The passing speed interval starts when the
feature is programmed.
An interval of 8, 12, or 24 hours will always reset
at midnight.
5.28 PASSWORDS
DDEC provides various levels of password

protection such as:
Rating Password
Injector Password
Anti-Theft Password
Customer Password
Parameter Group Lockout is needed for another

level of password protection that affects groups
of functions.
5.30 PROGRESSIVE SHIFT
The Progressive Shift option offers a high range

maximum vehicle speed limit to encourage the
use of high (top) gear during cruise operation.
Progressive Shift encourages the driver to upshift
from a lower to a higher gear prior to reaching the
engine's governed speed.
The resulting lower engine speed in high range
should result in improved fuel economy.
5.31 PULSE TO VOLTAGE MODULE

The Pulse to Voltage Module (PVM) may be used
for any application in which it is necessary to
convert a PWM signal (50 Hz +/- 1 Hz) into a 0 to
10 volt analog voltage output.
The PVM is currently used to convert the PWM signal
produced by the DDEC III or IV ECM into a 0 - 10 volt analog
voltage which is input into the GE Propulsion System
Controller (PSC).
5.32 TACHOMETER DRIVE
DDEC uses the TRS signals to compute engine

speed.
The engine speed is transmitted over the
1708/1587 Data Link.
Engine speed can be displayed by connecting a
tachometer from VIH connector pin K-1.
Circuit 505 provides the standardized output
signals for the tachometer drive per ATA
recommended practice RP123.
This feature is also used to send the speed to a
parallel engine (External Engine Sync).
5.33 THROTTLE CONTROL/GOVERNORS
There are two types of engine governors that are

used with throttle controls.
The engine governors are:
The Limiting Speed Governor (LSG) for torque control,
typical governor for on-highway
The Variable Speed Governor (VSG) for speed control,
typical governor for nonroad

LSG Options
EFPA
The EFPA sends an input signal which the LSG uses to calculate
engine power proportional to the foot pedal position.
Dual EFPA
LSG Primary with VSG as Secondary Control

VSG is available as a secondary control (LSG is primary) for
specialized on-highway applications.
For these applications, the LSG is programmed to override
the VSG under certain conditions.
VSG is disabled during initial start-up, until the VSG throttle
is moved to the idle range (less than 140 counts) and the
LSG throttle is near idle (less than 4% throttle).
VSG may be disabled when a predetermined (set by ACS)
LSG percent throttle is exceeded, 4% or 100%.
Also referred to as LSG Override VSG.

LSG and VSG Inhibit for Throttle Validation

VSG Throttle Control Options
Cruise Switch VSG

Cruise Control switches can be used to control the VSG set speed.
A Vehicle Speed Sensor (VSS) is required.
Cruise On/Off switch must be turned ON and the park brake must
be engaged to enable this feature.
Hand Throttle
A hand throttle (potentiometer) may be used to control engine
speed on the VSG between the minimum VSG speed and
maximum VSG speed.
The total resistance must be between 1kW and 10 kW.
The hand throttle must be calibrated: low 100-130 counts, high 920950 counts

EFPA
EFPA can be used as an alternative to a hand throttle.
The EFPA provides an input signal to the ECM to control
engine speed on the VSG, proportional to the foot pedal
position.
Alternate Minimum VSG (Fast Idle)

Alternate Minimum VSG option allows a customer to switch
to an alternate VSG operating range (or higher idle speed)
when its digital input is switched to battery ground and VSG
is the active governor.

Voltage Dividers
Voltage dividers can be used with the VSG input to provide a
fast idle operation or other engine operations where a fixed
engine speed is desired.

Dual Throttle Controls

Dual hand throttle
implementation allows a
hand throttle to be installed
at two locations with one
hand throttle active at any
one time.
Two digital inputs, Dual
VSG and Dual VSG
Complement, are used to
transfer operation from one
hand throttle to the other
once station qualification is
achieved.

Frequency Input
Frequency input can be
used to control the VSG.
This frequency is connected
to the vehicle speed input or
the Aux Timed Input.
The VSS input offers better
resolution than the Aux
Timed Input.
The Aux Timed Input must
be used for frequency
control when vehicle speed
is required in the
application.

Additional Throttle Features
Idle Validation Switch

Idle validation switch provides redundancy to assure that the
engine will be at idle in the event of a throttle malfunction.
When the idle validation switch on the EFPA is switched to battery
ground, the engine speed will be at idle unless the vehicle is
operating in Cruise Control or Cruise Switch VSG.
Throttle Kickdown
In determining the throttle position, DDEC IV first determines a
throttle position offset to ensure that when the throttle is fully
released, the throttle position value is zero, and that it is forced to
zero in error conditions as a precaution.
However, if the throttle position sensor is configured, the throttle
kickdown switch is on, and the throttle position is greater than
94.90%, then the throttle position is automatically considered to be
100%.

Additional Throttle Features
RPM Freeze
The RPM Freeze feature allows the operator to request that
the VSG governor maintain the current engine RPM.
Locking onto a fixed engine RPM is desirable in applications
where the input is subjected to electrical noise which in turn
causes the engine RPM to fluctuate.
The operator can request that the VSG governor maintain
the current engine speed by switching this digital input to
battery ground.

Feature Definitions
Low Side Diagnostics - This parameter enables diagnostics

for hardware failed low
LSG: This feature would typically be set to YES when a throttle
input is wired into the Limiting Speed Governor (LSG), to provide a
throttle fault code. It would typically be set to NO in installations
using a Variable Speed Governor (VSG) only, frequency input only,
or engine speed cruise control only.
VSG: This feature would typically be set to YES when a throttle
input is wired into the Variable Speed Governor (VSG), to provide a
throttle fault code. It would typically be set to NO in installations
using a Limiting Speed Governor (LSG) only, frequency input only,
or engine speed cruise control only.

Feature Definitions
Max MPH for VSG
This parameter specifies the maximum vehicle speed above
which the Variable Speed Governor (VSG) is disabled.
Idle Operation at Zero VSG

When this parameter is set to NO, the engine will continue to
operate at the Variable Speed Governor (VSG) minimum
speed, even when the VSG input is at zero.
When it is set to YES, the engine switches to the idle
governor when the VSG input is at zero.
This is typically set to YES for most applications.
Applications that may set the value to NO may include air
compressors and some generator set applications

Feature Definitions
VSG is Primary
Sets VSG as the primary throttle control instead of the
Limiting Speed Governor (LSG)
VSG is enabled at the start of the ignition cycle

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Alt Min VSG / Fast Idle
Digital
VSG Active
Analog
None
Frequency
None
Dual Throttle (LSG)

Idle Validation Switch
Throttle Inhibit
VSG Station Change
VSG Station Change Complement
External Engine Synch /
VSG Inhibit
Throttle Kickdown
Cruise Control Inputs
Analog
PTO (VSG)
TPS (LSG)
Frequency
VSG Input
J1587/1939 EEC1, EEC2, TSC1
J1587/1939 EEC1, EEC2, TSC1

Causes of VSG Drop to Idle

VSG inhibit digital input configured, and input is grounded
A maximum speed, e.g.. 600 rpm, DTL is configured, and input is
grounded
Engine is configured for rampdown, and load & speed points are
low enough to reduce to idle (with or without EOP)
VSG station change & complement are used, and throttle
qualification doesn't take place in 30 seconds
Fault code on VSG, e.g.. code 12 VSG voltage high
VSG input shorted to ground (flash code 11)
Vehicle speed > MAX MPH for VSG (assuming VSS is enabled AND
this is not an EES application)
LSG Overrides VSG, e.g. if 4%, LSG throttle depressed, VSG drops
VSG is NOT Primary and an engine protection condition exists
5.34 TRANSMISSION INTERFACE
DDEC IV communicates to transmissions using

the following:
Pulse Width Modulated Signal (PWM 1)

SAE J1587 Data Link
SAE J1922 Powertrain Control Data Link
SAE J1939 Powertrain Control Data Link
Digital Inputs/Digital Outputs
5.34 TRANSMISSION INTERFACE

Input / Output
INPUTS
FUNCTION
OUTPUTS
FUNCTION
Digital
Clutch Switch
Digital
Top 2 Shift Solenoid
ESS In Neutral
Top 2 Lockout Solenoid
ESS In Gear
ESS Low Range

ESS High Range
Analog
Analog
None
Frequency
None
PWM
N/A
50 Hz Powertrain Demand
J1587/1939 Numerous
PWM
J1587/1939 Numerous
5.35 TRANSMISSION RETARDER
A hydraulic transmission retarder is a device

used to slow an engine by applying a torsional
resistance to the engine output shaft.
This resistance is achieved by the flow of
hydraulic fluid against a rotating wheel, within an
enclosed cavity.
Energy is absorbed by the fluid, and is
transferred as heat to an auxiliary cooler.
A digital output is switched to battery ground whenever the
throttle is in the 0% position and Cruise Control is inactive.
This signal, in conjunction with a relay, may be used to
control a transmission retarder.
5.35 TRANSMISSION RETARDER

Input / Output
INPUT
FUNCTION
OUTPUT
Digital
Cruise Control Digital
FUNCTION
Transmission Retarder
Deceleration Light
Analog
J1587/1939
Throttle
Analog
None
J1587/1939
5.36 VEHICLE SPEED LIMITING
Vehicle Speed Limiting discontinues engine

fueling at any vehicle speed above the
programmed limit.
Vehicle Speed Limiting has 3 limits:
Maximum vehicle speed
Maximum vehicle speed with CEL, driver still fueling
Maximum vehicle speed with CEL, no fueling
5.37 VEHICLE SPEED SENSOR ANTITAMPERING
VSS Anti-tampering can be used to detect fixed frequency

oscillators or devices which track engine RPM and produce
fewer pulses per revolution than a VSS wheel.
These devices are used to trick the ECM into believing that
vehicle speed is low.
A VSS fault will be logged if the sensor appears to be
working improperly but the vehicle speed is not zero.
The engine speed in all gears will be limited for the duration
of the ignition cycle to the engine speed at the Vehicle
Speed Limit in top gear.
Additional DDEC Features

Auxiliary Coolant Level Switch
A digital coolant level switch can be connected to the ECM
through a digital input.
The digital switch is placed in the coolant tank to indicate low
coolant and is located above the analog coolant level
sensor.
Cold Engine Operation

This digital output is switched to
ground when either coolant, oil,
intercooler, or air temperature
falls below specified values.
This feature can be used to
activate coolant heating
systems, extra parasitic loads,
or shutters.
Starter lockout or Engine
overspeed digital output can be
used to disable coolant heating
systems, etc.
Temperature set points are
configured in the 6N4C settings
of the Application Code System
(ACS).

Coolant
Return
Clutch
Assembly
Coolant
Supply
Pressure
Control
Relief Valve
Clutch Control
Solenoid Valve
Coolant
Charging
Pump

Can also be used to ground ALT MIN VSG digital input.
Starter Lockout (Run Signal)

This signal is used to inhibit starter reengagement while the
engine is running.
A battery ground signal means that the starter cannot be
reengaged when the engine speed is above a programmable
speed (typically 500 RPM).
An open circuit means that the starter could be reengaged
when the engine is below a programmable speed (typically
60 RPM).
The RPM values can be set to any value.
This digital output can also be used to indicate that the
engine is running.
High Altitude Torque Limit

At high altitudes, barometric pressure is low, so turbo speed
may exceed design limits due to low inlet air density entering
compressor
High turbo speeds can cause poor turbo efficiency, elevating
combustion & exhaust temperatures above design limits
This feature protects the engine by imposing an absolute
torque limit as a function of barometric pressure
Marine Torque Limit

This feature allows calibration of the maximum requested
torque table at an excessive level
This allows vessels to accelerate upon planing momentarily
It does not allow operation at the excessive level
continuously
Turbo Overspeed Torque Limit

This feature protects the turbocharger from overspeed and
overboost conditions
A torque limit is provided when this feature is configured
Compressor Outlet
Temperature Torque
Reduction
Standard on Hazardous
Environment Series 60
OEM Installed
Reduction 3% During High
Load, High Ambient
Operation
Exhaust Temperature and

Back Pressure Torque
Reduction Feature
Option Kit on Hazardous
Environment Series 60
OEM Installed ETS after,
& EBPS before, Exhaust
Gas Cooler

J1939 Messages
Electronic Engine Controller

#1 EEC1
#2 EEC2
Turbocharger TC
#3 EEC3
Vehicle Distance VD
Idle Shutdown Shutdown
Engine Hours, Revolutions
Hours
Time/Date TD
Vehicle Hours VH
Fuel Consumption (Liquid)
LFC
Cruise Control / Vehicle

Speed Setup CCSS
Engine Temperature #1 ET1
Engine Fluid Level/Pressure
#1 EFL/P1
Power Takeoff Information
PTO
Cruise Control / Vehicle
Speed CCVS
Fuel Economy (Liquid) LFE
Ambient Conditions AMB
Inlet / Exhaust Conditions
IC
Turbocharger Information #6
TCI6

J1939 Messages
Exhaust Port Temperature #1

EPT1
EPT2
EPT3
EPT4
Vehicle Electrical Power
VEP
Alternate Fuel #1 A1
Auxiliary Water Pump
Pressure AWPP
Engine Fluid Level/Pressure
#2 EFL/P2
High Resolution Vehicle
Distance VDHR

#4 EEC4
Fan Drive FD
Electronic Retarder Controller
#1 - ERC1
Software Identification
SOFT
Component Identification CI
Retarder Configuration RC
Engine Configuration EC
Adaptive Cruise Control
ACC1
Electronic Brake Controller #1
EBC1
Torque Speed Control
TSC1
Electronic Transmission
Controller #1 ETC1

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DaimlerChrysler Off-Highway

Off-Highway Application Training

5.1 AIR COMPRESSOR CONTROL

Off-Highway Application Training

5.1 AIR COMPRESSOR CONTROL

Feature created for rental

Off-Highway Application Training

5.1 AIR COMPRESSOR CONTROL

Air Compressor Load Switch

Air Compressor Load

DDEC Air Compressor Pressure Sensor Analog

Engine Speed Sensors

J1587/1939 Pump Pressure

Off-Highway Application Training

5.1 AIR COMPRESSOR CONTROL

Off-Highway Application Training

5.2 ANTI-LOCK BRAKE SYSTEMS

Anti-lock Brake Systems (ABS) are electronic

Off-Highway Application Training

5.3 CRUISE CONTROL

Engine Speed Cruise Control

Vehicle Speed Cruise Control

Off-Highway Application Training

5.4 CRUISE CONTROL FOR

Feature Allows Operator to:

Returning to Original Set

Off-Highway Application Training

5.3 CRUISE CONTROL

Cruise Control Active Light

VSS (for vehicle speed cc) Frequency

Engine Speed Sensors

J1587/1939 Max Vehicle Speed Limit

Off-Highway Application Training

Off-Highway Application Training

Coolant Level Low Light

SEO Diagnostic Request

High Coolant Temp Light

High Crankcase Pressure Light

Engine Temp Sensors

Engine Pressure Sensors

Engine Speed Sensors

J1587/1939 Vehicle / Equipment

Off-Highway Application Training

Historical Memory of SEL Fault Codes

Permanent Memory of SEL Fault Codes

Off-Highway Application Training

The Service Now Lamp (SNL) digital output is switched to

Off-Highway Application Training

5.6 EDM AND AIM

Engine oil pressure

Off-Highway Application Training

5.6 EDM AND AIM

The AIM (or Auxiliary

This information can then be

Offers warning / protection

Off-Highway Application Training

5.6 EDM AND AIM

Medium Temperature -10 to 150 C

Medium Temperature -10 to 150 C

Low Temperature -40 to 96 C