Road Ranger

Eaton® Hybrid Transmissions

Troubleshooting GuideVisit the Roadranger web site at www.roadranger.com

TRTS1000

May 2011

EH-8E306A-U

EH-8E306A-UPG

EH-8E306A-UP

EH-8E306A-CD

EH-8E306A-T

EH-6E606B-CD

i-i

Warnings & Cautions

Warnings & Cautions

Throughout this service manual there are paragraphs that are marked with a title of DANGER, WARNING, or CAUTION. These special paragraphs contain specific safety information and must be read, understood, and heeded before continuing the pro-cedure or performing the step(s).

DANGER INDICATES YOU WILL BE SEVERLY INJURED OR KILLED IF DO NOT FOLLOW THE INDICATED PROCEDURE.

WARNING INDICATES AN IMMEDIATE HAZARD, WHICH COULD RESULT IN SEVERE PERSONAL INJURY IF YOU DO NOT FOLLOW THE INDICATED PROCEDURE.

CAUTION INDICATES VEHICLE OR PROPERTY DAMAGE COULD OCCUR IF YOU DO NOT FOLLOW THE INDICATED PROCE-DURE.

Note: NOTE INDICATES ADDITIONAL DETAIL THAT WILL AID IN THE DIAGNOSIS OR REPAIR OF A COMPONENT/SYSTEM.

Follow the specified procedures in the indicated order to avoid personal injury:

1. IF THE HIGH-VOLTAGE CONES ARE AROUND THE VEHICLE AND THE LOCKOUT IS INSTALLED ON THE PEC, THE ONLY PERSON THAT SHOULD BE ALLOWED TO START THE VEHICLE IS THE PERSON WHO SIGNED THE LOCKOUT TAG.

2. Before working on a vehicle or leaving the cab while the engine is running you should place the shift lever in "N" set the parking brake, and block the wheels.

3. For safety reasons, always engage the service brakes prior to selecting gear positions from "N."

4. Before starting a vehicle always be seated in the driver's seat, select "N" on the shift control, and set the parking brakes.

5. When parking the vehicle or leaving the cab you should place the shift lever in "N" and set the parking brake.

6. In vehicles with ePTO, the engine and/or Motor/Generator can start in ePTO mode. Never perform any maintenance or work on vehicle, while in this mode.

7. 12-volt Battery (+) and (-) must be disconnected prior to any welding on any Hybrid equipped vehicle.

Follow the specified procedures in the indicated order to avoid equipment malfunction or damage.

Do not release the parking brake or attempt to select a gear until the air pressure is at the correct level.

To avoid damage to the transmission during towing place the shift lever in "N" and lift the drive wheels off the ground or disconnect the driveline.

DANGERHAZARDOUS VOLTAGEYou will be severly injured or killedif you do not follow the procedure.Components marked with DANGER High Voltage should be avoided. Service must be performed by qualified personnel only.

WARNING

CAUTION

WARNING

CAUTION

i-ii

Warnings & Cautions

High-Voltage Warnings & Cautions

• Use CO2 or Dry Chemical Fire Extinguishers.

• The high-voltage wiring is covered in orange insulation or convoluted tubing and marked with warning labels at the connectors.

• All Eaton® Hybrid Diesel/Electric vehicles will be marked 'Hybrid' on the outside of the vehicle, along with the shift label on the dash.

• Refer to OEM for specific location of chassis mounted hybrid components.

• Do NOT cut into the orange high-voltage cables.

• Do NOT cut into or open the PEC.

• Do NOT cut into or open the DC/DC converter.

• Do NOT cut into or open the Inverter.

A buffer zone must be set up and high-voltage insulated rubber gloves (class "O" with leather protectors) are required prior to working on high-voltage. Failure to follow these instructions may result in severe personal injury or death.

The rubber-insulated gloves that must be worn while working on the high-voltage system are class "O" with leather protectors. The rubber gloves should be tested before EVERY use following the rubber insulation gloves testing procedure found in the "Tool Specification" section. Failure to follow these instructions may result in severe personal injury or death.

Before inspecting or working on any high-voltage cables or components the "High-Voltage Service Shutdown Procedure" should be followed. Failure to follow these instructions may result in severe personal injury or death.

The Lockout and Tag-out devices should only be removed by the technician that placed the Lockout and Tag-out devices on the vehicle. Failure to follow these instructions may result in severe personal injury or death.

High-voltage rubber insulated gloves (class "O" with leather protectors) must be worn when working on any high-voltage cables. The "High-Voltage Service Shutdown Procedure" must be followed prior to removing any high-voltage cables. Failure to follow these instructions may result in severe personal injury or death.

High-voltage cables and wiring are orange and contain a warning label at the connectors. High-voltage components are marked with a label. High-voltage rubber insulated gloves (class "O" with leather protectors) must be used when working on any of these components. Failure to follow these instructions may result in severe personal injury or death.


WARNINGTo reduce risk of possible serious injury (Shock, Burn or Death): Components marked with High Voltage should be avoided. Service must be performed by qualified personnel only.

HAZARDOUS VOLTAGE

Table of Contents

Warnings & Cautions ................................................. i-i

Section 1: General Information

Insulated Rubber Glove Test and High-Voltage Work Area .........................................................1-1

High-Voltage Service Shutdown and Power-Up Procedure .........................................................1-2

Diagnostic Tools/ Service Publications ....................1-4Eaton Hybrid Component and Connector

Locations ..........................................................1-7Fault Code Retrieval/Clearing .................................1-11Fault Code Isolation Procedure Index .....................1-12Symptom-Driven Diagnostics Index .......................1-15Product Diagnostic Mode (PDM) ...........................1-16Hybrid Lamp and Gear Display Descriptions ..........1-17

Section 2: Fault Isolation Procedures

Electrical Pretest ......................................................2-1Hybrid Electrical Pretest ...........................................2-5See Fault Code Isolation Index for fault code page

numbers ..........................................................1-12

Section 3: Symptom Isolation Procedures

Front Box Test ..........................................................3-1Engine Crank Test ....................................................3-6Hybrid Performance Test .......................................3-10ServiceRanger Test ................................................3-13Gear Engagement Test ...........................................3-19ePTO Test ...............................................................3-22

Section 4: Appendix

Hybrid Utility Wiring Diagram with Push Button Shift Control ..............................................................4-1

Connector Pin Descriptions ......................................4-4

1-1

General InformationInsulated Rubber Glove Test and High-Voltage

Wk

A

Insulated Rubber Glove Test and High-Voltage Work Area

Insulated Rubber Glove Test

The rubber-insulated gloves that must be worn while working on the high-voltage system are class "O" with leather protectors. The rubber gloves should be tested before EVERY use following the rubber insulation gloves testing procedure found in the "Diagnostic Tools" section. Failure to follow these instructions may result in severe personal injury or death.

• The insulated rubber gloves that must be worn while working on the high-voltage system are class “O” rated. They must be inspected before each use and must always be worn in conjunction with the leather outer glove. Any hole in the insu-lated rubber glove is a potential entry point for high-voltage.

• Roll the glove up from the open end until the lower portion of the glove begins to balloon from the resulting air pres-sure. If the glove leaks any air it must not be used.

• The gloves should not be used if they exhibit any signs of wear and tear.

• The leather gloves must always be worn over the rubber insulating gloves in order to protect them.

• The rubber insulating gloves must be class “O” and meet all of the American Safety Testing Materials Standards.

High-Voltage Work Area Requirements

A buffer zone must be set up and high-voltage insulated rubber gloves (class “O” with leather protectors) are required prior to working on any high-voltage. Failure to follow these instructions may result in severe personal injury or death.

The buffer zone is required only when working on the high-voltage DC or AC systems and is called out both in the "High-Voltage Service Shutdown Procedure" and the individual repair procedures.

• Position the vehicle in the service bay.

• Position four orange cones around the corners of the vehicle to mark off a 1m (3 ft.) perimeter around the vehicle.

• Do not allow any unauthorized personnel into the buffer zone during repairs involving high-voltage. Only personnel trained for service on the high-voltage system are to be permitted in the buffer zone.

WARNING

WARNING

1-2

General Information

High-Voltage Service Shutdown and Power-Up Procedure

A buffer zone must be set up and high-voltage insulated rubber gloves (class "O" with leather protectors) are required prior to working on high-voltage. Failure to follow these instructions may result in severe personal injury or death.

The rubber-insulated gloves that must be worn while working on the high-voltage system are class "O" with leather protectors. The rubber gloves should be tested before EVERY use following the rubber insulation gloves testing procedure found in the "Tool Specification" section. Failure to follow these instructions may result in severe personal injury or death.

Before inspecting or working on any high-voltage cables or components the "High-Voltage Service Shutdown Procedure" should be followed. Failure to follow these instructions may result in severe personal injury or death.

The Lockout and Tag-out devices should only be removed by the technician that placed the Lockout and Tag-out devices on the vehicle. Failure to follow these instructions may result in severe personal injury or death.

High-voltage rubber insulated gloves (class "O" with leather protectors) must be worn when working on any high- voltage cables. The "High-Voltage Service Shutdown Procedure" must be followed prior to removing any high-voltage cables. Failure to follow these instructions may result in severe personal injury or death.

High-voltage cables and wiring are orange and contain a warning label at the connectors. High-voltage components are marked with a label. High-voltage rubber insulated gloves (class "O" with leather protectors) must be used when working on any of these components. Failure to follow these instructions may result in severe personal injury or death.


HAZARDOUS VOLTAGE


DC High-Voltage Connector


Service Switch


1-3

General InformationHigh-Voltage Service

Shutdown and Pow

er-up P

d

High-Voltage Service Shutdown Procedures1. Follow “High-voltage Work Area” procedure.

2. Locate the red PEC service switch on the front of the PEC and push to the Off position.

3. Remove the service switch cover and install the lockout bracket (J-48506).

4. Fasten tag to the lockout bracket.

5. Ensure the PEC service switch cannot move from the Off position.

6. Allow the system to set for a minimum of five (5) minutes to discharge high-voltage.

7. Connect ServiceRanger and view the Data Monitor PID 116 called “High-Voltage Battery Potential.” Use SPN 520323 for J-1939 connection “Battery Voltage RB” (Relay Box).

8. The voltage should be 30 volts or less. If the voltage is above 30 volts, do not work on the vehicle and contact Eaton® at 1-800-826-HELP (4357).

9. Turn ignition key off and proceed to repair or troubleshooting step.

Note: The voltage will drop to zero when the key is turned off.

High-Voltage Service Power-Up Procedure1. Install all high-voltage connectors back into their locked positions.

2. Remove the lockout bracket and tag ONLY IF YOU ARE THE PERSON WHO IS WORKING ON THE VEHICLE.

3. Reinstall the protection bracket over the service switch.

4. Pull the service switch out and let vehicle set for two (2) minutes.

5. Start vehicle when appropriate.

1-4

General Information

Diagnostic Tools/ Service Publications

Eaton Tools• Visit www.Roadranger.com

SPX/OTC Tools• Contact SPX / OTC at (800) 328-6657

Tool Description

ServiceRanger version 3 ServiceRanger PC based Diagnostic Tool

Tool Description

J-49818 Eaton Hybrid Tool Safety Kit - Basic PPE (Items listed below can be ordered separately)

J-48603 High-Voltage Gloves w/leather protectors (1000 volt)

J-48605 Hybrid Safety Cones (set of 4)

J-48506 Lock-out Switch Plate

J-48906 Lock-out Tags (per 25)

Tool Description

J-49819 Eaton Hybrid Tool Safety Kit - Basic Plus PPE (Items listed below can be ordered separately)

J-48603 High-Voltage Gloves w/leather protectors (1000 volt)

J-48605 Hybrid Safety Cones (set of 4)

J-48506 Lock-out Switch Plate

J-48906 Lock-out Tags (per 25)

J-48907 Orange Magnetic Sign

J-48608 Hybrid Non-Conductive Safety Pole

J-48908 Glove Bag

1-5

General InformationDiagnostic Tools

J-48893 - Hybrid PPE / Service Tool Kit (includes J-49819 kit and items from Miscellaneous Service Tools highlighted with *)

Service Publications• Visit www.Roadranger.com

Tool Description

Misc. Service Tools Items listed below are ordered separately

J-48624 Nexiq USB-Link Communication Adapter

J-43318-A* Pin Adapter Kit - Interface Harness Diagnostics

J-48735* Alignment Pins - Hybrid Motor/Gen to Transmission Main Case

AMB-45* Digital Megohmmeter - High-Voltage Leakage Detection

J-49111* Clutch Alignment Tool

J-46708* Fluke Digital Multimeter

J-48505 Input Shaft Turning Socket

J-48507 Lifting Fixture - Power Electronics Carrier

J-48502 Jack Adapter Plate - Hybrid Drive Unit

5019 Transmission Jack - Low Lift

5078 Transmission Jack - High Lift

J-48577 Engine/Transmission Stand Adapter Plate - Hybrid Drive Unit

J-29109-A Engine/Transmission Stand - 6000 lb. Rating

TRSM1000 Service Manual (covers external components on transmission and Hybrid components)

TRSM0110 Service Manual (covers internal transmission repairs only)

TRTS1000 Troubleshooting Guide

TRDR1000 Drivers Instructions

TRDR1110 First Responder Guide

1-6

General Information

Hybrid Diagnostic Procedure

Key ON

Retrieve Active Faultswith ServiceRanger.

NOTE: IfServiceRanger failsto communicate goto "ServiceRanger

CommunicationTest"

Active Codes YesGo to "Fault Code Isolation Procedure

Index" (see page 1-14)

No

Does Gear DisplayShow an "N"

Does Engine Crank

No

Yes

NoGo to "Engine CrankTest" (see page 3-6)

YesIf equipped, doesvehicle operatenormal in ePTO

mode?

NoGo to "ePTO Test”(see page 3-22)

YesIf a mode other than neutral is selected doestransmission engage a gear? NOTE: ServiceBrake must be applied prior to selecting a

gear.

No

Go to "Gear Engagement Testif solid “N” is displayed(see page 3-19)

Go to “Front Box Test” is flashing gear number is displayed(see page 3-1)

Yes

Is vehicle accelerationperformance acceptableNo

Go to "HybridPerformance Test"

(see page 3-10)

Yes

Clear faults andoperate vehicle based

on customersconcern

Inactive Faults = Goto "Product

Diagnostic Mode"(see page 1-18)

Active Faults = Go to"Fault Isolation

Procedure Index"(see page 1-14)No Fault = Test

Complete

Is Red "Stop Hybrid" orAmber “Check Hybrid”lamp blinking? Yes

No

Go to Hybrid LampGear Display Description

(see page 1-19)

Go to Hybrid Lamp and Gear Display description(see page 1-19)

Go to “Gear EngagementTest” (see page 3-19)

Will vehicle move from a stop?

Yes

No

(See page 3-13)

1-7

General InformationEaton Hybrid Com

ponent and Connector Locations

Eaton Hybrid Component and Connector Locations

Transmission Wiring Connections

Hybrid Control Module (HCM)Left: 38-Way System ConnectorRight: 38-Way Vehicle Connector

Transmission Electronic Control Unit (TECU)Left: 38-Way Vehicle ConnectorRight: 38-Way System Connector

Electronic Clutch ActuatorTop: 3-Way ConnectorBottom: 8-Way Connector

Output Shaft Speed Sensor

Rail Position Sensor

1-8

General Information

Transmission Wiring Connections Continued

Gear Position SensorHigh-Voltage 3-Way AC Connector

Motor/GeneratorResolver Connector

Motor/GeneratorTemperature Connector

Input Shaft Speed Sensor

Transmission Diagnostic Port

1-9

General InformationEaton Hybrid Com

ponent and Connector Locations

Component Wiring Connections

12V DC(-)

High Voltage DC ConnectorTop: DC(-)Bottom: (DC(+)

Test Port Connection(not used)

OEM Connection

DC/DC Converter

HIgh Voltage 3-Way AC Connector

Low Voltage 56-Way Connector High-Voltage DC Connector to PEC

Inverter

Coolant Ports

12V DC(+)

(-) (+)

Coolant Port InletCoolant Port Outlet

1-10

General Information

Red Service Switch with Cover

DC Connectorto Inverter

DC Connector to DC/DC Converter (Optional)

DC Connector toAPG (Optional)

Air Exhaust(not shown)

19-Pin Low-Voltage Connector

Air Intake

Power Electronics Carrier (PEC)

1-11

General InformationFault Code Retrieval/

Clearing

Fault Code Retrieval/Clearing

All Eaton® Hybrid systems require the use of ServiceRanger for all diagnostics. To view fault codes or clear them follow the pro-cedures below.

View Active and Inactive Faults

1. Connect ServiceRanger to the 9-pin diagnostic connector.

2. Go to the Tools menu and select the "Communication" tab.

3. Select the appropriate communication device for J-1587 and J-1939.

4. Select "Connect" on the main page.

5. Select the "View Fault Codes" tab.

Note: Initial use requires all steps, however subsequent uses require only steps 4 and 5.

Clear Inactive Faults


2. Go to the Tools menu and select the "Communication" tab.

3. Select the appropriate communication device for J-1587 and J-1939.

4. Select "Connect" on the main page.

5. Select the "View Fault Codes" tab.

6. Select the "Clear Faults" button.

Note: Initial use requires all steps, however subsequent uses require only steps 4 and 5.

1-12

General Information

Fault Code Isolation Procedure Index

Fault Codes FMI Description Page Number

1 0,6 Motor/Generator Current Sensor 2-9

2 3 Motor/Generator Temperature Sensor 2-13

3 0 Motor/Generator Temperature 2-17

4 0,2, 22-27 Motor/Generator Rotation Speed Sensor 2-25

5 22-29 Motor/Generator AC Cable 2-30

6 12 No ECU Operation (HCM) 2-36

7 13 Improper ECU Configuration (HCM) 2-37

8 4 Loss of Switched Ignition Power (HCM) 2-39

9 14 Weak Battery Voltage (HCM) 2-42

10 4 Low Battery Voltage (HCM) 2-45

11 12 No ECU Operation (TECU) 2-48

12 13 Improper ECU Configuration (TECU) 2-49

14 2, 3, 4 Invalid Shifter Range 2-50

16 2 High Integrity Link (HIL) 2-55

17 3, 4 Start Enable Relay 2-61

18 9, 2 ECA Communication 2-66

24 9 J-1939 HCM Message (TECU) 2-69

26 10, 23 Clutch Slip 2-72

27 7, 13 Clutch Disengagement 2-75

32 2 Loss of Switched Ignition Power (TECU) 2-78

33 4 Low Battery Voltage (TECU) 2-81

34 14 Weak Battery Voltage (TECU) 2-84

35 2 J-1939 Communication Link 2-87

36 14 J-1939 Engine Message (TECU) 2-91

37 5 Power Supply (TECU) 2-93

38 3, 4, 14 Battery Fan Relay 2-98

39 3, 4, 5 Heat Exchanger Relay 2-104

40 3, 4, 5, 14 Cooling Pump Relay 2-109

47 9, 2 J-1939 ABS Message (HCM) 2-115

48 9, 2 J-1939 Transmission Message (HCM) 2-117

49 9, 2 J-1939 Engine Message (HCM) 2-120

1-13

General InformationFault Code Isolation

Procedure Index

50 9, 2 J-1939 Body Controller Message (HCM) 2-122

51 2, 3, 4 Rail Position Sensor 2-124

52 2, 3, 4 Gear Position Sensor 2-128

54 2, 4 DC/DC Converter Output Voltage 2-135

56 2,3,4, 5,10 Input Shaft Speed Sensor 2-140

58 2, 3, 4, 5 Output Shaft Speed Sensor 2-144

59 9, 2 J-1939 Communication Link (HCM) 2-148

60 9, 2 CAN Communication Link (HCM) 2-152

61 5, 6 Rail Select Motor 2-156

63 5, 6 Gear Select Motor 2-160

64 12,21-28 ECA 2-163

65 2, 5 ECA Speed Sensor 2-166

66 3, 4, 14 ECA Battery Voltage 2-170

67 3, 4, 5 ECA Ignition Voltage 2-173

70 0, 1, 2, 7 Engine Failed to Respond (HCM) 2-177

71 7 Failed to Disengage Gear 2-179

72 7 Failed to Select Rail 2-183

73 7 Failed to Engage Gear 2-187

74 7 Engine Failed to Respond (TECU) 2-191

75* 14 Power Down In Gear 2-193

76 3,4, 16,18 High-Voltage Battery 1 Potential Voltage 2-195

77 3,4, 16,18 High-Voltage Battery 2 Potential Voltage 2-199

78 6 High-Voltage Battery 1 Current 2-203

79 6 High-Voltage Battery 2 Current 2-206

82 0,16 High-Voltage Battery 1 Temperature 2-209

83 12, 13 Invalid Shifter Range 2-214

84 13 Shift Control Device Not Configured 2-219

85 12 Shift Control Device Incompatible 2-225

86 0,16 High-Voltage Battery 2 Temperature 2-228

87 9, 2 CAN ECA Message (HCM) 2-233

88 9, 2 CAN Inverter Message (HCM) 2-236

89 9, 2 CAN BCU 1 Message (HCM) 2-239


1-14

General Information

90 9, 2 CAN BCU 2 Message (HCM) 2-243

91 9 APG Unit 1 - CAN Fault 2-248

95 3, 4 12-volt Cranking Relay 2-252

96 2 Accelerator Pedal Offset 2-256

97 7, 14 PTO Engagement 2-257

101 0, 22-31 High-Voltage Battery 1 2-262

102 22-31 High-Voltage Battery 2 2-266

103 22-26 High-Voltage Battery 1 Control Unit Communication 2-270

104 22-26 High-Voltage Battery 2 Control Unit Communication 2-275

105 22-30 High-Voltage Battery 1 Control Unit 2-280

106 22-30 High-Voltage Battery 2 Control Unit 2-284

107 1 High-Voltage Battery Leak Detection 2-287

108 3, 4 High-Voltage Battery 1 Control Unit Power Supply 2-297

109 3, 4 High-Voltage Battery 2 Control Unit Power Supply 2-302

110 22-29 Inverter 2-307

111 22-26 Inverter Communication 2-310

112 3, 4 Inverter Voltage 2-315

113 6 Inverter Current 2-320

114 3, 4 Inverter Power Supply 2-325

115 0 Inverter Temperature 2-330

116 10,14 High-Voltage Relays 2-336

117 3, 14 BCU Relay Cut Request 2-345

118 3, 4, 5 Auxiliary High-Voltage Relay Control Circuit 2-351

120 3, 4 APG Unit 1 - AC Voltage 2-356

122 6, 14, 15 APG Unit 1 - Output 2-360

123 3, 4, 14 APG Unit 1 - High Voltage Battery 2-366

125 0 APG Unit 1 - Over Temperature 2-370

126 22-27 APG Unit - Configuration 2-374

127 0 APG Unit 1 - Ambient Air Over Temperature 2-378

128 3 APG Unit 1 - Ambient Temperature Sensor 2-382

129 9 APG Unit 1 - Communication 2-386

131 13 APG Unit 1 - Configuration Error 2-390


1-15

General InformationSym

ptom-Driven

Diagnostics Index

Symptom-Driven Diagnostics IndexSymptom Isolation Procedure Page Number

Power-up no crank and Gear Display shows a "-" Front Box Test 3- 1

Power-up no crank and Gear Display shows a "N" Engine Crank Test 3- 6

Power-up no crank and Gear Display shows "--", "**", or blank

Power Up Sequence Test 1-21

Power-up vehicle cranks and Gear Display shows "--", "**", or blank

Refer to OEM for gear display issue

Vehicle acceleration performance is not acceptable Hybrid Performance Test 3- 10

ServiceRanger doesn’t communicate with vehicle ServiceRanger Test 3- 13

Transmission will not engage a gear from neutral and warning tone sounds (solid "N" in gear display)

Gear Engagement Test 3- 19

Transmission will not move from a stop (solid gear number in gear display)

Gear Engagement Test 3- 19

Transmission will not engage a gear from neutral (flashing gear number in gear display)

Front Box Test 3- 1

Red "Service" lamp on the push button shift control is on/blinking

Fault Code Retrieval and Clearing 1- 11

Amber "Check Hybrid" lamp on the dash is on Fault Code Retrieval and Clearing 1- 11

Red "Stop Hybrid" lamp on the dash is on Fault Code Retrieval and Clearing 1- 11

ePTO mode does not operate as expected ePTO Test 3- 22

1-16

General Information

Product Diagnostic Mode (PDM)

Product Diagnostic Mode (PDM) is used to help diagnose inactive codes that may have been set during normal driving. This di-agnostic mode increases the sensitivity of the fault sensing capability

This procedure tests loose, degraded, and intermittent connections. Use the active fault isolation procedure to guide you to thewiring and connectors that are associated with the inactive fault codes. Flex the wiring harness and connectors and attempt torecreate the fault after activating (PDM).

PDM is only to be used by a trained service technician in an authorized dealer.

To enter PDM mode

Note: The vehicle will not start in Product Diagnostic Mode (PDM). You must turn vehicle key "OFF" and allow the system to powerdown to exit PDM.

1. Vehicle must be stationary, engine must not be running, vehicle parking brake must be set.


3. Select the "View Fault Codes" screen.

4. Perform two key clicks of the ignition switch starting in the "ON" position and ending in the "ON" position

Note: An "88" may show up in the dash at key on, which is a normal power-up test of the display.

5. The gear display will flash a solid "PD" (Product Diagnostic Mode) and the mode will be activated.

6. Flex the wiring harness and connectors and attempt to recreate the fault.

7. If a fault becomes active during PDM, ServiceRanger will display the fault with a status of active.

8. If a fault is detected, exit PDM mode and perform the corresponding "Fault Isolation Procedure".

Note: Active codes set during PDM mode will not be stored as inactive.

9. To exit PDM mode, power the system down by turning the key to the "OFF" position.

PDM will only work with the following inactive codes

8, 9, 10, 13, 14, 16, 17, 18, 24, 33, 34, 35, 36, 38, 39, 40, 43, 44, 46, 47, 48, 49, 50, 51, 52, 56, 57, 58, 59, 60, 61, 63, 87, 88,89, 90, 95

1-17

General InformationHybrid Lam

p and Gear Display Descriptions

Hybrid Lamp and Gear Display Descriptions

All Eaton® Hybrid systems use a combination of three lamps to indicate failures of different operating systems and the ability ofthe vehicle to drive. These lamps include the red "Service" lamp, amber "Check Hybrid" lamp, and the red "Stop Hybrid" lamp. Thedetails for each lamp are included below.

red "Service" Lamp

1. This lamp is located on the Push Button Shift Control and reads "SERVICE."

2. This lamp is turned on and off by the Transmission Electronic Control Unit (TECU) for Automated Transmissions faultsover the High Integrity Link (HIL).

3. This lamp also comes on momentarily at key on then goes out as part of the TECU self-test.

amber "Check Hybrid" Lamp

1. This lamp is located near the middle of the dash. The lamp is amber and contains wording below stating "Check Hybrid."

2. This lamp is turned on and off indirectly by the Hybrid Control Module (HCM) and directly by the Body Controller overJ-1939.

3. This lamp is turned on when a Hybrid system fault is active.

4. When the amber lamp is on, the vehicle can still be driven, however, the vehicle may operate without Hybrid electric as-sist.

red "Stop Hybrid" Lamp

1. This lamp is located near the middle of the dash. The lamp is red and contains wording below stating "Stop Hybrid."

2. This lamp is turned on and off indirectly by the Hybrid Control Module (HCM) and directly by the Body Controller overJ-1939.

3. This lamp is turned on when a Hybrid system fault is active.

4. When the red lamp is on, the vehicle should not be driven. Have the vehicle towed or trailered to the OEM truck dealership.

Blinking amber "Check Hybrid" Lamp

1. The majority of vehicles have a red stop switch on the front of the Power Electronics Carrier (PEC). If this switch is pushedin, the amber "Check Hybrid" lamp will blink. To reset, pull the switch out and turn the key off for 2 minutes. If the lampremains on, go to the "Hybrid Diagnostic Procedure on pg 1-11 and start with step 3 "Retrieve Active Faults with Service-Ranger". You should have an active Fault Code 76 FMI 4, or Fault Code 116, FMI 10. Continue to the diagnostic test forthe fault that is currently active.

1-18

General Information

"ST" in Gear Display

1. A "ST" in the gear display indicates a driver trigger Snapshot was recorded. Snapshot is a diagnostic tool that is used tocapture specific data at the time of a fault. It is triggered through two different means listed below.

a. Fault code triggered - Specific faults will trigger the HCM or TECU to capture a Snapshot file for later retrieval. Thismethod will not display and "ST" in the gear display.

b. Driver triggered - If the driver chooses to capture a Snapshot of an event he needs to decide if he wants TECU orHCM data. To capture a TECU Snapshot select, "Low" and the up button twice. To capture a HCM Snapshot select,"Drive" or "Low" and the up button and the down button.

"PD" in Gear Display

1. A "PD" in the gear display indicates the TECU and HCM are in a special diagnostic mode called Product Diagnostic Mode(PDM). For more details on the mode and its operation see the Product Diagnostic Mode on page 1-16.

"CA" in Gear Display

1. A "CA" in the gear display indicates the HCM is detecting a clutch abuse situation. If the vehicle detects a clutch abusesituation it will first tone the Push Button Shift Control and flash a "CA" in the gear display. If the clutch abuse situationcontinues, the Hybrid system will only allow an electric only launch in addition to continuing the tone and the "CA". If theclutch abuse continues, while driving the Hybrid system will open the clutch once vehicle speed is below 5mph and allowthe clutch to cool.

"OS" in Gear Display

1. A "OS" in the gear display indicates the HCM is detecting a motor overspeed situation. The vehicle will upshift in Driveand Low automatically, however, if the user is in Manual they perform the upshift unless the vehicle is close to the motoroverspeed. If the vehicle is descending a long steep grade in top gear, the driver may see an "OS" indicating he needs todepress the service brake pedal to slow the vehicle. The HCM will normally shift the vehicle or reduce torque to preventthe motor from going overspeed.

"F" in Gear Display

1. A "F" in the gear display indicates the TECU has detected an active fault. This fault can be accessed with ServiceRanger.See the Fault Code Isolation Procedure Index starting on page 1-12.

"-" in Gear Display

1. A "-" in the gear display indicates the transmission is stuck in gear. See the Symptom Driven Diagnostic Index onpage 1-15.

"**" in Gear Display

1. A "**" in the gear display indicates the gear display has power but no communication on the data link. See the SymptomDriven Diagnostic Index on page 1-15.

"- -" in Gear Display

1. A "- -" in the gear display indicates the gear display has power, and there is no communication present on the data link,or the TECU isn’t communicating with the display. See the Symptom Driven Diagnostic Index on page 1-15.

Blank Gear Display

1. A Blank gear display indicates the display has lost power, or the TECU isn’t communicating with the gear display. See theSymptom Driven Diagnostic Index on page 1-15.

1-19

General InformationSym

ptom-Driven

Diagnostics Index

Power-Up Sequence Test

Overview

This test must be performed only if you experience a "vehicle won’t crank" with a "- -", "**", or blank gear display. You must perform the Electrical Pretest prior to this procedure.

Possible Causes

• TECU Power Supply

• TECU

Fallback Mode

There is no fallback for this concern and the vehicle will not crank if the TECU or power supply harness has failed.

Required Tools

• Basic Hand Tools• Battery Load Tester• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708

Step A Procedure Condition Action

1. Perform the Electrical Pretest

2. Is concern still presentafter the ElectricalPretest.

Yes Replace the TECU. Return to theDiagnostic Procedure.

No Test Complete. Return to theDiagnostic Procedure.

2-1

Fault Isolation Procedures

Electrical Pretest

Overview

This test must be performed prior to diagnosing select Hybrid faults. This test verifies the quality of the standard battery system and the main power and ground supplies to the Hybrid Control Module (HCM), Transmission Electronic Control Unit (TECU), and Electronic Clutch Actuator (ECA).

Note: This test will be called out in the procedures where it is required.

Possible Causes

• Low-voltage can be caused by the following:

• Low batteries

• Charging system

• Power harness connections or fuses to TECU, HCM, or ECA

Fallback Mode When Fault is Set

A weak power supply can cause many issues such as shift performance, power-up or failure to crank.

Required Tools

• Basic Hand Tools• Battery Load Tester• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger

2-2

Fault Isolation ProceduresElectrical Pretest

Electrical Pretest Wiring Schematic

ABC

ECA - 3-Way Connector

H

Battery

38

Plus (+)

B

HCM

HCM Power (Vehicle)

36

ECA

ECA PowerC

ECA Ground

Neg (-)

Clutch Ignition (System)

Front View(HCM - Vehicle Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34

ECA -Pack 8-Way Connector

E

A B C D

H G F

NOTE: Refer to the Eaton Hybrid Component and Connector Location page for Connector Locations

HCM Ground (Vehicle)

TECU

TECU Ground 36

35

38

TECU Ignition

TECU Power

13

Front View (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

23282934

7

35HCM Ignition (Vehicle)

Ignition Relay

87

2-3


Electrical Pretest Procedures


1. Key off.

2. Inspect starter/battery and in linefuse holder connections onElectric Clutch Actuator (ECA),Hybrid Control Module (HCM),and Transmission ElectronicControl Unit (TECU) for integrity.

Note: ECA, HCM, and TECU use a30 amp fuse. Refer to OEMfor locations.

3. Measure voltage acrossbatteries.

If voltage is 11 to 13 volts ona 12-volt system

Proceed with battery load test.Repair or replace batteries asrequired. Go to Step B.

If voltage is outside of range Repair or replace batteries andcharging system as required.Repeat this step.

Step B Procedure Condition Action

1. Key on.

2. Connect ServiceRanger to9-pin diagnostic connectorin the cab.

If PID 132 is within 0.6 voltsof battery voltage and PID160 reads "1"

Go to Step C.

3. Select the "Data Monitor" option andview the following parametersunder the Hybrid (clutch actuator)list.a. PID 132 "Clutch Actuator BatteryVoltage."b. PID 160 "Clutch Actuator IgnitionSwitch Status."

Note: If the clutch parameters cannot be viewed onServiceRanger you mustcheck the power supply tothe ECA with a voltmeter.

If either voltage is out of range Repair main power or ignitionsupply to the ECA. Repeat thisstep.

2-4

Fault Isolation ProceduresElectrical Pretest

Step C Procedure Condition Action

1. Select the "Data Monitor" optionand view the followingparameters under the Hybrid(Hybrid Control Module) list.a. PID 165 "Battery PotentialVoltage"b. PID 166 "Ignition SwitchStatus."

Note: If the Battery PotentialVoltage or IgnitionSwitch Status can notbe viewed on ServiceRangeryou must check the powersupply to the HCM with avoltmeter.

If PID 165 is within 0.6 voltsof battery voltage and PID166 reads "1"

Go to Step D.

If either voltage is out ofrange

Repair the main power orignition supply to the HCM.Repeat this step.

Step D Procedure Condition Action

1. Select the "Data Monitor" optionand view the following parametersunder the Hybrid (Transmission)list.a. PID 168 "Battery PotentialVoltage."b. PID 158 "Battery PotentialVoltage Switched."

Note: If the Battery Potential Voltageor Battery Potential VoltageSwitched can not be viewed onServiceRanger you must checkthe power supply to the TECUwith a voltmeter.

If PID 168 is within 0.6 voltsof battery voltage and PID158 is within 0.6 volts ofignition voltage

Test complete. Return to theFault or Symptom procedurethat directed you to this step.

If either voltage is out ofrange

Repair main power or ignitionsupply to the TECU. Repeat thisstep.

2-5


Hybrid Electrical Pretest

Overview

This test must be performed prior to diagnosing select Hybrid faults. This test verifies the power supply for the Inverter and Battery Control Unit (BCU).

Note: You must perform the Electrical Pretest before the Hybrid Electrical Pretest.

Note: This test will be called out in the procedures where it is required.

Possible Causes

• Low-voltage can be caused by the following:

• Power harness connections from Inverter or BCU.


Loss of ignition power will cause the Hybrid system to be inoperatable. The vehicle will run under diesel power only.

Required Tools

• Basic Hand Tools• High-Voltage Gloves J-48603• Lock-Out Bracket J-48506• Lock-Out Tags• Battery Load Tester• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger

2-6

Fault Isolation ProceduresHybrid Electrical Pretest

Hybrid Electrical Pretest Wiring Schematic

Inverter

Chassis Ground 1

Deutsch 19 - Way Mating Connector View (PEC - Low Voltage Connector)

8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19

1

2

6

PEC

14

28

42

56

1

15

29

43

Delphi 56-Way Mating Connector View (Inverter - Low Voltage Connector)

7

15

16

34Ground B

Relay Box Enable

Inverter Enable

Chassis Ground 2

HCM(Pin 2)

DC/DC Converter4-Way OEM Connector

4 3

1 2

DC/DCConverter

4

Ground


2-7


Hybrid Electrical Pretest Procedures


1. Perform the Electrical Pretestthen continue to step two.

2. Key off.

3.Follow "Hybrid ShutdownProcedure" found at front of book, toavoid shock, burn, or death fromimproperly handled high-voltage.

4. Disconnect the Inverter 56-wayconnector.

5. Measure resistance frompin 1 to battery negativeand then from pin 2 tobattery negative.

If resistance is 0 to .3 ohmsfrom pin 1 to battery negativeand from pin 2 to batterynegative

Go to Step B.

If resistance is outside ofrange

Repair the Inverter groundharness. Repeat this step.


1. Connect a multi meter to theInverter 56-way connector pin 15and pin 1.

2. Key on.

3. Observe multimetervoltage reading.

If voltage is 11 to 13 volts Go to Step C.

If voltage is outside of range Repair the harness from theHCM. Repeat this step.


1. Key off.

2. Reconnect the Inverter 56-wayconnector.

3. Disconnect the PEC 19-way connector.

4. Measure resistance from PECpin 7 to battery negative.

If resistance from pin7 to battery negative is0 to .3 ohms

Go to Step D.

If resistance is outsideof range

Repair the Inverter to PECground wire. Repeat this step.

WARNING

2-8

Fault Isolation ProceduresHybrid Electrical Pretest


1. Connect a multimeter to the PEC 19-way connector pins 6 and pin 7.

2. Key on.

3. Observe multimeter voltagereading.

If voltage is 11 to 13volts

If vehicle has ePTO feature onPush Button go to Step E. Ifvehicle does not have ePTOfeature test complete.Reconnect PEC 19-wayconnector. Go to Fault CodeIsolation Procedure Index.

If voltage is outside ofrange

Repair the power supply harnessfrom the Inverter. Repeat thisstep.

Step E Procedure Condition Action

1. Key off.

2. Reconnect PEC 19-way connector.

3. Disconnect DC/DC Converter 4-wayconnector.

4. Measure resistance from DC/DCConverter 4-way connector pin 4to battery negative.

If resistance betweenpin 4 and batterynegative is 0 to .3 ohms

Test Complete. Reconnect the 4-way connector. Return to FaultCode Isolation Procedure Index.


Repair the ground harness fromthe DC/DC Converter to batterynegative. Repeat this step.

2-9

Fault Isolation Procedures Code 1

(SA 239, SPN 520225, FM

I 0,6)

Code 1 (SA 239, SPN 520225, FMI 0,6) Motor/Generator Current Sensor Fault

Overview

The high-voltage Motor/Generator assembly is connected to the Inverter assembly through an AC high-voltage cable that con-tains three separate cables. During operation the Inverter monitors the amperage in the AC cables through a current sensor, which is mounted inside the Inverter. The inductive sensor produces an output based on amperage present in the cables.

Conditions to Run Fault

• The Inverter ignition voltage is greater than 7 volts and less than 16 volts.

Conditions to Set Fault

• FMI 6 is set when Inverter detects current input from the Motor/Generator greater than 100 amps for 150 ms

• FMI 0 is set when the Inverter detects current input from the Motor/Generator greater than 200 amps for 0.3 ms.

Possible Causes

• FMI 0,6

• Inverter

• Motor/Generator

• AC Cable


When Fault Code 1 is set the following conditions will occur:

• The amber "Check Hybrid" lamp will display.

• Fault is stored in Hybrid Control Module (HCM) memory.

• Electric Motor/Generator assist and regen are disabled, however, the high-voltage relays will remain powered.

• HCM continues to control the Hybrid vehicle in a diesel only mode.

• Transmission defaults start gear to 1st.

Conditions to Clear the Fault

Only inactive faults can be cleared from the TECU or HCM history using ServiceRanger. The TECU will automatically clear the faults from history after 200 hours and the HCM will automatically clear the faults from history after 200 hours of the fault stay-ing inactive.

Required Tools

• Basic Hand Tools• High-Voltage Gloves J-48603• Lock-Out Bracket J-48506• Lock-Out Tags • Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger

Code 1 (SA 239, SPN 520225, FMI 0,6) Motor/Generator Current Sensor Fault, continued

2-10


(SA 239, SPN 520225, FM

I 0,6)

A buffer zone must be set up and high-voltage insulated rubber gloves are required prior to working on any high-voltage. Failure to follow these instructions may result in severe personal injury or death.

The rubber insulating gloves that are to be worn while working on the high-voltage are listed in this manual along with the glove protectors. The rubber gloves should be tested before EVERY use following the rubber insulation gloves testing found in this manual. Failure to follow these instructions may result in severe personal injury or death.

Before inspecting or working on any high-voltage cables or components the 'High-Voltage Shutdown Procedure' should be followed. Failure to follow these instructions may result in severe personal injury or death.

The Lock-out and Tag-out devices should only be removed by the technician that placed the Lock-out and Tag-out devices on the vehicle. Failure to follow these instructions may result in severe personal injury or death.

High-voltage rubber insulated gloves must be worn when working on any high-voltage cables. The 'High-Voltage Shutdown Procedure' must be followed prior to removing any high-voltage cables. Failure to follow these instructions may result in severe personal injury or death.

High-voltage cables and wiring are orange in color and contain a warning label at the connectors, while high-voltage com-ponents are marked with a label. High-voltage rubber insulated gloves must be used when working on any of these compo-nents. Failure to follow these instructions may result in severe personal injury or death


HAZARDOUS VOLTAGE


High-Voltage AC Harness Connector View (Amphenol Connector)

C A

B

E D

F

C

B

A

C

B

A

Inverter Motor/Generator

Phase 1

Phase 2

Phase 3


High-Voltage AC Motor/Gen Connector View (Amphenol Connector)

A

B

CF

E D

Phase 1

Phase 2

Phase 3


2-11



1. Retrieve active fault codes andFMI’s with ServiceRanger usingthe 9-pin diagnostic connector.

2. Key off.

3. Follow "Hybrid ShutdownProcedure" found at front ofbook, to avoid shock, burn, ordeath from improperly handledhigh-voltage.

4. Remove the AC cable from theMotor/Generator and Inverter

5. Measure resistance ofeach circuit in the AChigh-voltage cable:

• A-A

• B-B

• C-C

If resistance for each circuitis less than 1 ohm

Go to Step B.


Replace the AC high-voltagecable. Go to Step V.


1. Measure resistance ofeach circuit to ground inthe AC high-voltage cable.

If resistance between eachcircuit and ground is 5Mohms or greater

Go to Step C.




2-12


(SA 239, SPN 520225, FM

I 0,6)


1. Key off.

2. Measure the resistancebetween the following AChigh-voltage cable pins:

• A - B

• B - C

• C - A

If resistance of each phase is5M or greater

Go to Step D.




1. Measure resistance ofeach Motor/Generatorphase at the followingpins:

• A - B

• B - C

• C - A

If resistance of each phase isless than 10 ohms

Replace the Inverter. Go to StepV.


Replace the Motor/Generator.Go to Step V.

Step V Procedure Condition Action

1. Key off.

2. Reconnect all connectors and thenegative battery cable.

3. Key on.

4. Clear codes (see page 1-11).

5. Drive the vehicle and attempt toreset the code

6. Check for codes (seepage 1-11).

If no codes Test complete.

If code 1 appears Return to Step A to find error in testing.

If code other than1 appears

Go to Fault Code Isolation ProcedureIndex (see page 1-12).

2-13


(SA 239, SPN 520226, FMI

3)

Code 2 (SA 239, SPN 520226, FMI 3) Motor/Generator Temperature Sensor Fault

Overview

The Motor/Generator temperature sensor is a thermistor located inside the Motor/Generator that changes in value based on the temperature. The Inverter supplies a 5 volt reference voltage to the sensor and measures the volt drop in the circuit. When the Motor/Generator temperature is warm the sensor resistance is low and the Inverter detects a low-voltage (0.2 volts equals 280°C or 536°F). When the Motor/Generator is cold the sensor resistance is high and the Inverter detects a high-voltage (4.1 volts equals 0°C or 32°F).




• FMI 3 is set when the sensor voltage is greater than 4.1 volts for 10 seconds, while the Inverter temperature is over 35° C or 95°F, or if the sensor output voltage is less than 0.2 volts for 10 seconds.

Possible Causes

• FMI 3

• Motor/Generator

• Short/open temperature sensor wires between the Motor/Generator and the Inverter

• Inverter



• The amber "Check Hybrid" lamp will display

• Fault is stored in Hybrid Control Module (HCM) memory

• High-voltage Motor/Generator assist is available, but at a reduced amount



Required Tools


Code 2 (SA 239, SPN 520226, FMI 3) Motor/Generator Temperature Sensor, continued

2-14


(SA 239, SPN 520226, FMI

3)






High-voltage cables and wiring are orange in color and contain a warning label at the connectors, while high-voltage com-ponents are marked with a label. High-voltage rubber insulated gloves must be used when working on any of these compo-nents. Failure to follow these instructions may result in severe personal injury or death.


HAZARDOUS VOLTAGE


38

50

2

1

Inverter Motor/GeneratorTemperature Sensor

14

28

42

56

1

15

29

43

Delphi 56-Way Mating Connector View

TM Ground

TM

Temp Sensor

Temp Sensor

Temperature Sensor(Harness View - Front Side)


2 1


2-15




2. Key off.


4. Disconnect the TemperatureSensor connector at the Motor/Generator.

5. Measure resistance atthe Motor/Generator 2-way Temperature Sensorconnector from pin A topin B.

If resistance is 0.8K ohms to301.7K ohms

Go to Step B.



WARNING


2-16


(SA 239, SPN 520226, FMI

3)


1. Key Off.


3. Reconnect the Motor/Generator2-way temperature sensorconnector.

4. Measure resistance at the following: a. Inverter 56-way connector pin 50 to pin 38. b. Inverter 56-way connector pin 50 to ground.

Note: Gently flex the Inverter 56-way harness near theconnector whilemonitoring the resistancevalues.

If resistance is 0.8K - 301.7Kohms between pin 50 and pin38 and resistance betweenpin 50 and ground is 10Kohms or greater



Repair the open or short toground in the harness betweenthe Inverter 56-way connectorand the Motor/Generator 2-wayconnector. Go to Step V.


1. Key off.

2. Key on.



5. Drive vehicle and attempt to resetthe code



If code 2 appears Return to Step A to find error intesting.

If code other than 2appears

Go to Fault Code IsolationProcedure Index (see page 1-12).

2-17


(SA 239, SPN 520227, FMI

0)

Code 3 (SA 239, SPN 520227, FMI 0) Motor/Generator Temperature Fault

OverviewThe Motor/Generator temperature is measured through a thermistor style sensor, which is located internal to the unit. The sensor changes value based on the temperature. The Inverter supplies a 5 volt reference voltage to the sensor and measures the volt drop in the circuit. When the Motor/Generator temperature is warm the sensor resistance is low and the Inverter detects a low-voltage (0.2 volts equals 280°C or 536°F). When the Motor/Generator is cold the sensor resistance is high and the Inverter detects a high-voltage (4.1 volts equals 0°C or 32°F).




• FMI 0 is set when the temperature sensor value is greater than 185°C or 365°F for 1 second.

Possible Causes

• FMI 0

• Motor/Generator

• Inverter

• Liquid cooling system (low coolant, no coolant flow, coolant pump, radiator, radiator fan, reservoir)





• Electric Motor/Generator assist and regen are disabled, however, the high-voltage relays will remain powered

• HCM continues to control the Hybrid vehicle in a diesel only mode

• Transmission defaults start gear to 1st



Required Tools• Basic Hand Tools• High-Voltage Gloves J-48603• Lock-Out Bracket J-48506• Lock-Out Tags • Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger

Code 3 (SA 239, SPN 520227, FMI 0) Motor/Generator Temperature Fault, continued

2-18


(SA 239, SPN 520227, FMI

0)








HAZARDOUS VOLTAGE


38

50

2

1

Inverter Motor/GeneratorTemperature Sensor

14

28

42

56

1

15

29

43


TM Ground

TM

Temp Sensor

Temp Sensor

Temperature Sensor(Harness View - Front Side)


2 1


2-19





3. Key on.

4. Select the Data Monitor optionand view PID 113 "Motor/Generator Temperature" in the"Power Electronics" list.

5. Observe PID 113 againafter 20 minutes

If PID 113 "Motor/GeneratorTemperature" dropped fromthe first reading

Go to Step B.

If PID 113 "Motor/GeneratorTemperature" remained thesame

Go to Step H.


1. Key off.

2. Observe the coolant levelafter the system has cooleddown to ensure if is filled tothe proper level

If coolant is within therecommended limits

Go to Step C.

If coolant is below therecommended limits

Refer to the OEM for coolant typeand fill procedures. Check forsource of coolant leak. Whenrefilling the system it should bepressurized or vacuum bleed of airto ensure the coolant will flowproperly during normal operation.

WARNING


2-20


(SA 239, SPN 520227, FMI

0)


1. Key off.

2. Visually inspect the Hybridliquid cooling systemradiator for debris,obstruction to airflow, orsharp bends in the coolantlines

If the radiator is free ofdebris and the coolant linesare not bent sharply

Go to Step D.

If the radiator has debris,the air flow is obstructed, orthe coolants lines are bentsharply

Repair the concern. Go to StepV.


1. Key on.

2. Connect ServiceRanger to the 9-pinconnector in the cab.

3. Select the Advanced ProductFunctions option and select the"Cooling Pump" option.

4. Enable the "Cooling Pump"option

If the coolant pump turnson

Go to Step E.

If the coolant pump doesnot turn on

Go to Step F.


1. Select the Advanced ProductFunctions option and select the"Heat Exchanger Fan" option

2. Enable the Heat ExchangerFan option

If the heat exchanger fanturns on

The system needs to be purgedof air to allow the coolant to flow.Bleed the air by using a coolantsystem pressurizing tool or avacuum tool. Go to Step V.

If the heat exchanger fandoes not turn on

Go to Step G.


2-21


Step F Procedure Condition Action

1. Key on.

2. Disconnect the Coolant Pump 2-way connector.

3. Select the Advanced ProductsFunction option and select "CoolingPump."

4. Enable the Cooling Pump option.

5. Measure voltage at the 2-way connector from pin Ato B.

If voltage between pins Aand B is +/- 0.2 volts ofbattery voltage

Refer to OEM for Coolant Pumpconcern.

If voltage between pins Aand B is outside of range

Refer to OEM for repairprocedures on Cooling Pumppower harness or damaged fuse.

Step G Procedure Condition Action

1. Key on.

2. Disconnect the Heat Exchanger Fan2-way connector.

3. Select the Advanced ProductsFunction option and select the "HeatExchanger Fan."

4. Enable the Heat Exchanger Fanoption.

5. Measure voltage at the 2-way connector from pin Ato B.


Refer to OEM for Heat ExchangerFan concern.


Refer to OEM for repairprocedures on Heat ExchangerFan power harness or damagedfuse.


2-22


(SA 239, SPN 520227, FMI

0)

Step H Procedure Condition Action

1. Key off.


3. Measure resistance betweenpins 38 and 50, and pin 50 toground of the Inverter 56-way connector.

If resistance is 0.8K -301.7K ohms between pin50 and pin 38 andresistance between pin 50and ground is 10K ohms orgreater


If resistance is outside therange

Go to Step I.

Step I Procedure Condition Action

1. Key off.

2. Disconnect the Motor/GeneratorTemperature Sensor 2-wayconnector located on the right sideof the Motor/Generator.

3. Measure resistance betweenthe 2-way Temperaturesensor connector from pin Ato pin B

If resistance is 0.8K -301.7K ohms

Repair the shorted HCM systemharness between the Inverter 56-way connector and Motor/Generator 2-way connector

If resistance is outside therange



2-23



1. Key off.

2. Reconnect all connectors andnegative battery cable.

3. Key on.


5. Drive the vehicle and attemptto reset the code.







2-24


(SA 239, SPN 520227, FMI

0)

2-25


(SA 239, SPN 520228, FMI

0,2,22-27)

Code 4 (SA 239, SPN 520228, FMI 0,2,22-27) Motor/Generator Rotation Speed Sensor Fault

Overview

The Motor/Generator Rotation Speed Sensor is mounted to the back of the Motor/Generator around the input shaft. The sensor is a two piece design with the rotor being mounted to the input shaft and the sensing ring being mounted to the motor housing. The sensing ring is supplied with low-voltage during operation. When the rotor turns it induces a voltage fluctuation into the sensing ring, which is then converted into a digital signal for Motor/Generator RPM. Voltage output and frequency is low at idle and increases with RPM.


• The Inverters ignition voltage is greater than 7 volts and less than 16 volts.

• FMI 2 will not run if there is an active Transmission Input Shaft Speed Sensor fault.


• FMI 0 is set when the Motor/Generator speed exceeds the normal allowable range.

• FMI 2 is set when the Motor/Generator speed is different than Transmission Input Shaft Speed by more than 100 RPM for at least 10 seconds.

• FMI 22,24,25 are set when the combination of the analog-to-digital converter signals is a mismatch

• FMI 27 is set when the Inverter detects and error in the initial check

• FMI 23 is set when there is an analog-to-digital converter output error signal for 100ms

• FMI 26 is set when the rotation sensor speed is greater than 6000 min-1 for 10 ms

Possible Causes

• FMI 0

• Long extended grades may require intermittent use of the service brakes to slow the vehicle

• FMI 22,24,25,27

• Inverter

• FMI 2,23,26

• Inverter

• Motor/Generator

• Resolver Harness between the Motor/Generator and Inverter

Fallback Mode When Fault is SetWhen Fault Code 4 is set the following conditions will occur:






Code 4 (SA 239, SPN 520228, FMI 0,2,22-27)Motor/Generator Rotation Speed Sensor

2-26


(SA 239, SPN 520228, FMI

0,2,22-27)



Required Tools









HAZARDOUS VOLTAGE



2-27




2. Key off.


4. What FMI’s are present. If FMI 22,24,25,or 27 are listed

Replace the Inverter. Go to Step V.

If FMI 2,23, or26 are listed

Go to Step B.

If FMI 0 is listed Using ServiceRanger select the AdvancedProduct Functions and download the TECUand HCM snapshots then contact Eaton® at1-800-826-HELP (4357).

54

51

3

4

Inverter

Motor/GeneratorResolver

14

28

42

56

1

15

29

43


REZ S1

REZ S4

53

52

1

2

55

56

5

6REZ Plus (+)

REZ Minus (-)

REZ S2

REZ S3 Resolver

Resolver

Resolver

Resolver

Resolver

Resolver

Resolver Harness View (Front Side)


6 4 2

5 3 1

WARNING


2-28


(SA 239, SPN 520228, FMI

0,2,22-27)


1. Disconnect the 56-way low-voltage connector at the Inverter.

2. Measure Resolverresistance at the 56-pinharness connectorbetween the followingpins:

• 55-56

• 53-54

• 51-52

Note: Gently flex the Inverter 56-wayconnector harness near theconnector while monitoringthe resistance values.

If resistance for the followingpins are:

• Pin 55-56 is 10.5 to8.6 ohms

• Pin 53-54 is 34 to28 ohms

• Pin 51-52 is 27 to23 ohms

If FMI 2 is active contact Eaton at1-800-826-HELP (4357). If FMI26 or 23 are active replace theInverter. Go to Step V.

If resistance is outside ofrange for any of the readings

Go to Step C.


1. Disconnect the 6-wayMotor/Generator resolverconnector.

2. Measure the Resolverresistance at the 6-pinharness connectorbetween the followingpins:

• 5-6

• 1-3

• 2-4

Note: An Auto-Ranging Digital Volt/Ohm Meter must be used.

If resistance for the followingpins are:

• Pin 5-6 is 10.5 to8.6 ohms

• Pin 1-3 is 34 to 28ohms

• Pin 2-4 is 27 to 23ohms

Repair the open harnessbetween the Inverter 56-pinconnector and the Motor/Generator 6-pin Resolverconnector. Go to Step V.




2-29



1. Key off.


3. Key on.


5. Drive the vehicle and attempt torecreate the code



If code 4 appears Contact Eaton at 1-800-826-HELP (4357).



2-30


(SA 239, SPN 520229, FMI

22-29)

Code 5 (SA 239, SPN 520229, FMI 22-29) Motor/Generator AC Cable Fault

Overview

The Motor/Generator AC cables are connected from the Motor/Generator to the Inverter. These cables carry up to 500 volts AC 3 phase when the vehicle is in operation.


• The Inverters ignition voltage is greater than 7 volts and less than 16 volts.

• FMI 25-27 require the Motor/Generator RPM to be greater than 500 RPM.

• FMI 28 requires the Motor/Generator RPM to be less than 500 RPM.

• FMI 29 requires the Motor/Generator RPM to be less than 50 RPM.


• FMI 22,23,24 are set when the 2 phase motor current is more than 360 amps for 0.9 ms.

• FMI 25,26,27 are set when the Inverter detects a single open wire and motor current is less than 8 amps for 200ms at speeds >= 500 RPM and current command from the Inverter is > 20 amps.

• FMI 28 is set when Motor/Generator current is less than 8A for 200ms at Speed < |500RPM| and current command > 20A(rms).

• FMI 29 is set during initialization, the Inverter checks if the AC cable is connected between the Motor and Inverter by sending out 20A for 200ms and checking the feedback.

Possible Causes

• FMI 22,23,24

• Inverter

• Motor/Generator

• AC Cable

• FMI 25,26,27,28,29

• Motor/Generator

• AC Cable



• The red "Stop Hybrid" lamp will display.

• Fault is stored in Hybrid Control Module (HCM) memory.

• Inverter shuts high-voltage system off.


• If FMI 28, or 29 is present at power-up, the vehicle will not crank.

Code 5 (SA 239, SPN 520229, FMI 22-29) Motor/Generator AC Cable Fault, continued

2-31




Required Tools










HAZARDOUS VOLTAGE


2-32


(SA 239, SPN 520229, FMI

22-29)


C A

B

E D

F

C

B

A

C

B

A


Phase 1

Phase 2

Phase 3



A

B

CF

E D

Phase 1

Phase 2

Phase 3


2-33




2. Key off.


4. What faults are present If Fault Code 5 FMI 22, 23, or24 are active

Go to Step B.

If Fault Code 5 FMI 25, 26,27, 28, or 29 are active

Go to Step C.


1. Key off.

2. Remove the AC high-voltagecable at the Motor/Generator andInverter.

3. Measure the resistancebetween the following ACCable pins:

• A - B

• B - C

• C - A

If resistance between eachphase is 5M ohms or greater




WARNING


2-34


(SA 239, SPN 520229, FMI

22-29)


1. Disconnect the AC high-voltagecable from the Inverter andMotor/Generator.

2. Measure the resistance of the AChigh-voltage cable from theInverter connector to the Motor/Generator connector on each ofthe following pins:

• A - A

• B - B

• C - C

Note: An Auto Ranging DigitalVolt/Ohm Meter must be used.

If the resistance of eachcircuit is 1 ohm or less

Go to Step D.




1. Measure the resistance of eachMotor/Generator phase at thefollowing pins:

• A-B

• B-C

• C-A

Note: An Auto Ranging DigitalVolt/Ohm Meter must be used.

If the resistance of eachphase is 10 ohms or less





2-35



1. Key off.


3. Key on.








2-36


(SA 239, SPN 629, FMI

12,14)

Code 6 (SA 239, SPN 629, FMI 12,14) No ECU Operation Fault (HCM)

OverviewThe Hybrid Control Module (HCM) is mounted to the transmission and it contains all of the software to control both the Hybrid power electronics as well as the transmission operation.


• The HCM ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 12 is set at key on if the HCM detects an internal failure.

• FMI 14 is set when HCM can not complete write of EEPROM during shut down.

Possible Causes

• FMI 12,14

• HCM


• The amber "Check Hybrid" lamp will display if the HCM sets the fault after power-up.

• If the fault occurs at power-up the vehicle may not crank.



Required Tools

• Basic Hand Tools• ServiceRanger

Note: No Schematic for this Code.

Note: For component location you must refer to the truck OEM's service literature.


1. Retrieve active faultcodes and FMI’s withServiceRanger usingthe 9-pin diagnosticconnector.

If code 6 is active Replace Hybrid Control Module(HCM) (Only when fault code isactive).

If code 6 is inactive Test complete.

2-37


(SA 239, SPN 629, FMI 13)

Code 7 (SA 239, SPN 629, FMI 13) Improper ECU Configuration Fault (HCM)

Overview

The Hybrid Control Module (HCM) is mounted to the transmission and it contains all of the software to control both the Hybrid power electronics as well as the transmission operation.




• FMI 13 is set at key on if the HCM data is not read from memory within 1 second.

Possible Causes

• FMI 13

• Improper ECU configuration software




• Fault is stored in HCM memory.

• If this fault occurs at power-up, the vehicle will not crank.



Required Tools




Code 7 (SA 239, SPN 629, FMI 13)Improper ECU Configuration Fault (HCM), continued

2-38


(SA 239, SPN 629, FMI 13)



2. Turn ignition off for 2 seconds.

3. Key on.

4. Is fault code 7 active If code 7 is active Replace the Hybrid ControlModule (HCM) (only if the faultcodes are active)


2-39


(SA 239, SPN 158, FMI 4)

Code 8 (SA 239, SPN 158, FMI 4) Loss of Switched Ignition Power Fault (HCM)

Overview

The Hybrid Control Module (HCM) is mounted to the transmission and it contains all of the software to control both the Hybrid power electronics as well as the transmission operation. The HCM ignition power is a single 12-volt feed that is fused and runs through the HCM 38-way vehicle connector.


• Output shaft speed must be greater than 0 rpm


• FMI 4 is set when the HCM loses ignition power during operation for 2 seconds or greater.

Note: When troubleshooting an inactive code refer to the “Product Diagnostic Mode (PDM)” (see page 1-16).

Possible Causes

• FMI 4

• Ignition power supply to HCM

• HCM



• The amber "Check Hybrid" lamp will display only if the vehicle is moving.


• The red 'Service" lamp will display and an "F’ will flash in the gear display if the fault occurs prior to power-up.

• Fault is stored in Transmission Electronic Control Unit (TECU) memory due to lack of communication with the HCM.

• If the faults occurs while the vehicle is moving, the transmission will remain in place and the clutch will open when the vehicle comes to an idle. The clutch will close and the vehicle will operate in 1st and reverse from stop.

• If this fault occurs at power-up, the vehicle will not crank.



Required Tools

• Basic Hand Tools• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger

Code 8 (SA 239, SPN 158, FMI 4)Loss of Switched Ignition Power Fault (HCM), continued

2-40


(SA 239, SPN 158, FMI 4)

HCM

30

86

8785

87

86

85

30

35Ignition

Front Harness View(HCM - Vehicle Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34

Typical Relay Switch

IgnitionRelay

Ground

VehicleIgnition

12V Truck Battery

12V

Plus


Code 8 (SA 239, SPN 158, FMI 4)Loss of Switched Ignition Power Fault (HCM), continued

2-41




2. Perform Electrical Pretest If code 8 is active afterperforming the ElectricalPretest

Replace the HCM (only if faultcode is active). go to Step V.

If code 8 is inactive afterperforming the ElectricalPretest

Go to Step V.


1. Key off.

2. Key on.







If code other than 8 appears Go to Fault Code IsolationProcedure Index (see page 1-12).

2-42


(SA 239, SPN 168, FMI 14)

Code 9 (SA 239, SPN 168, FMI 14) Weak Battery Voltage Fault (HCM)

Overview

The Hybrid Control Module (HCM) is mounted to the transmission and it contains all of the software to control both the Hybrid power electronics as well as the transmission operation. The HCM main battery power is a 12-volt feed that is fused and runs through the HCM 38-way vehicle connector with the main ground wire returning to the battery negative terminal.



• The HCM System Battery Voltage Low Fault is not active.


• FMI 14 is set when the HCM battery voltage drops below 9 volts for 10 seconds.


Possible Causes

• FMI 14

• Power supply harness to the HCM

• Low batteries or bad main power connection

• Charging system







Required Tools


Code 9 (SA 239, SPN 168, FMI 14)Weak Battery Voltage Fault (HCM), continued

2-43


HCM

30

86

8785

30

Harness Front View(HCM - Vehicle Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34


IgnitionRelay

12V Truck Battery

12V

Plus

38VBATT

NOTE: Refer to the Eaton Hybrid Componet and Connector Location page for Connector Locations

36HCM Ground

Code 9 (SA 239, SPN 168, FMI 14)Weak Battery Voltage Fault (HCM), continued

2-44


(SA 239, SPN 168, FMI 14)



2. Perform ElectricalPretest.

If code 9 is active afterperforming the ElectricalPretest

Replace HCM (only if FaultCode is active). Go to Step V.


Clear codes. Go to Step V.


1. Key off.

2. Key on.



5. Drive the vehicle and attempt toreset the code.





2-45


(SA 239, SPN 168, FMI 4)

Code 10 (SA 239, SPN 168, FMI 4) Low Battery Voltage Fault (HCM)

Overview

The Hybrid Control Module (HCM) is mounted to the transmission and it contains all of the software to control both the Hybrid power electronics as well as the transmission operation. The HCM main battery power is a 12-volt feed that is fused and runs through the HCM 38-way vehicle connector with the main ground wire returning to the battery negative terminal.




• FMI 4 is set when the HCM battery voltage drops below 7 volts for more than 1 second.


Possible Causes

• FMI 4

• Power supply harness to the HCM.

• Low batteries or bad main power connection.

• Charging system.



• The amber 'Check Hybrid" lamp will display.




Required Tools


Code 10 (SA 239, SPN 168, FMI 4)Low Battery Voltage Fault (HCM), continued

2-46


(SA 239, SPN 168, FMI 4)

HCM

30

86

8785

30


37 38

35 36

1 67 12

13 22

23 28

29 34


IgnitionRelay

12V Truck Battery

12V

Plus

38VBATT


36HCM Ground

Code 10 (SA 239, SPN 168, FMI 4)Low Battery Voltage Fault (HCM), continued

2-47






Replace HCM (only if Fault Codeis active). Go to Step V.




1. Key off.

2. Key on.









2-48


(SA 3, SPN 629, MID 130,

SID 254, FMI 12)

Code 11 (SA 3, SPN 629, MID 130, SID 254, FMI 12) No ECU Operation Fault (TECU)

OverviewThe Transmission Electronic Control Unit (TECU) is mounted to the transmission and it contains all of the software to control the transmission operation, however, the Hybrid Control Module (HCM) controls the operation of the TECU during Hybrid operation.


• The TECU ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 12 is set if the TECU detects an intermittent failure in the Electronic Shifter position.

Possible Causes

• FMI 12

• Electric Shifter


• The red 'Service" lamp will display and an "F’ will flash in the gear display only if the fault occurs after power-up.

• Fault is stored in TECU memory.

• If the fault code occurs after power-up, the transmission will remain in the current gear and the clutch will open.



Required Tools


Note: No Schematic for this Code. Note: For component location you must refer to the truck OEM's service literature.


1. Retrieve active faultcodes and FMI’s withServiceRanger using the9-pin diagnosticconnector.

If code 11 is active Replace Electric Shifter (only iffault code is active).


2-49


(SA 3, SPN 629, MID 130,

SID 254, FMI 13)

Code 12 (SA 3, SPN 629, MID 130, SID 254, FMI 13) Improper ECU Configuration Fault (TECU)

Overview

The Transmission Electronic Control Unit (TECU) is mounted to the transmission and it contains all of the software to control the transmission operation, however, the HCM controls the operation of the TECU during Hybrid operation.


• The TECU is powered and ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 13 is set when the Gen 3 ECU is not reading valid information from memory, including the transmission table and calibration values within 1 second of power-up.

Possible Causes

• FMI 13

• Improper ECU Configuration Software



• The red 'Service" lamp will display and an "F’ will flash in the gear display

• If the fault occurs at power-up the vehicle will not crank



Required Tools






If code 12 is active replace the Transmission ECU (only ifthe fault code is active).


2-50


(SA 3, SPN 751, SID/PID 18,19 FM

I 2,3,4)

Code 14 (SA 3, SPN 751, SID/PID 18,19 FMI 2,3,4) Invalid Shifter Range

Overview

The Transmission Electronic Control Unit (TECU) is connected to the shift device, which sends driver mode selection data. The only compatible shift devices are the Eaton® Push Button Shift Control (PBSC) and OEM supplied shift lever (if equipped with park). The TECU checks the vehicle for the type of shift device during the first power-up.



• The TECU System Battery Voltage Low Fault is not active.

• The TECU is being powered up for the first time and no shift device has been configured.


• FMI 2 is set when the shifter is not returning a valid position (PRNDH1)

• FMI 3 is set when the sensor voltage is higher than expected

• FMI 4 is set when the sensor voltage is lower than expected

Possible Causes

• FMI 2 - shifter is in between detent positions or sensor is out of calibration.

• FMI 3 - sensor input is shorted high or sensor ground in open

• FMI 4 - sensor input is open circuit or shorted to ground



• A "F" will show in the gear display

• Fault is stored in TECU memory

• TECU changes to "AutoShift" control

• The engine will not crank



Required Tools• Basic Hand Tools

• Eaton Test Adapter Kit

• Digital Volt/Ohm Meter

• ServiceRanger

Code 14 (SA 3, SPN 751, SID/PID 18,19 FMI 2,3,4)Invalid Shifter Range, continued

2-51










HAZARDOUS VOLTAGE


2-52



I 2,3,4)


1. Disconnect the 4-way connectorto the park pawl actuator.

2. Key on.

3. Check for 12V supply at4-pin connector at pins 1and 2.

If voltage between pins 1 and2 is +/- 0.2 volts of batteryvoltage

Go to Step B.

If voltage is outside the range Go to Step D.

Harness Front View (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

23282934

7


Park PawlActuator

3

1

4

2

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

17

16

15

31

Shift Return (Minus)

Shift Control Input 1

Shift Control (Plus)


TECU

2

3

4

1

4-Pin Park Pawl ActuatorConnector


2-53



1. With the actuator/shiftlever in the Neutralposition check voltage onpins:

• 3 to ground

• 4 to ground

If voltage is between 2.25Vand 2.75 V

Go to Step C.

If voltage is outside the range Replace Sensor. Go to Step V.


1. Disconnect the TECU VehicleHarness 38-way connector.

2. Check continuity between:

• 38-way connector pin 15and 4-pin connector pin 4


If continuity is okay Replace the TECU. Go to Step V.

If an open is found Repair or replace the Harness.Go to Step V.









2-54



I 2,3,4)


1. Key off.

2. Reconnect all connectors.

3. Key on

4. Clear Codes







2-55


(SA 3, SPN 625, MID 130,

SID 248, FMI 2)

Code 16 (SA 3, SPN 625, MID 130, SID 248, FMI 2) High Integrity Link (HIL) Fault

Overview

The High Integrity Link (HIL) is a high-speed twisted pair 500K proprietary data link that connects the Transmission Electronic Control Unit (TECU) to the Push Button Shift Control (PBSC). Each module contains a 120 ohm resistor internally. The link car-ries information like driver mode selection as well as fault information to light the service lamp.




• The TECU Driver Interface Configuration is set to High-Integrity Link (HIL).


• FMI 2 is set when the TECU looses communication for 5 seconds or more with the PBSC.


Possible Causes

• FMI 2

• HIL data link

• PBSC

• TECU

• Power supply harness from TECU to PBSC



• An "F" will show on the gear display.

• The Push Button Mode lamp flashes next to the selected mode and the Service lamp will remain off.

• The Push Button lamps will come on and then remain off if the data link fails at power-up.


• The operation mode will be changed to ’AutoShift Fallback’ Mode.

• If the code is active during power-up, the transmission will not engage a gear.

• If the fault is active while driving the transmission it will remain in the current gear and then shift into the default gear once the vehicle comes to a stop. The will open at idle and will close if the throttle is depressed. The vehicle will move into the default start gear only.



Code 16 (SA 3, SPN 625, MID 130, SID 248, FMI 2)High Integrity Link (HIL) Fault, contin-

2-56


(SA 3, SPN 625, MID 130,

SID 248, FMI 2)

Required Tools




2. Key on and observe thered push button Servicelamp.

If the red Service lamp turnson

Go to Step C.

If the red Service lamp doesnot turn on

Go to Step B.

Harness Front View TECU - Vehicle Interface Connector

3738

3536

16

12

1322

23282934

7

Harness Front ViewPush Button Shift Control Connector

ABCDEFGHJK

1

2

3

A1

A3

K1

K3

TECU PBSC

27

28 F1

F2HIL Low

HIL High


31

25 J3

C1

Shift Power (-)

Shift Power (+)

HIL Low

HIL High

Shift Power (-)

Shift Power (+)


2-57



1. Disconnect Shift Control 30-wayconnector.

2. Key on.

3. Measure voltage on30-way connector pinsJ3 and C1

If voltage is within .6 volts ofbattery voltage

Go to Step C.

If out of range Go to Step D.


1. Key off.

2. Disconnect the 30-way PushButton Shift Control Connector.

3. Key on.

4. Connect Voltmeter leads to pinsF1 and F2.

Note: Make sure the volt/ohm meter is onthe proper scale(around 10 voltsAC).

If the voltage is .10 volts ACor greater

Replace Push Button ShiftControl (Only if Fault Code isActive). Go to Step V.

If the voltage is out of range Go to Step F.


2-58


(SA 3, SPN 625, MID 130,

SID 248, FMI 2)


1. Key off.

2. Disconnect negative batterycable.

3. Disconnect Vehicle Harness 38-way connector.

Note: On Peterbilts, disconnectGear Display.

4. Measure resistancebetween:

• Shift Control 30-wayconnector pin J3 andVehicle Harness 38-wayconnector pin 25.

If resistance between pins J3and 25 is 0 to 0.3 ohms.

Go to Step E.

If any of the above conditionsare not met

Repair harness between the ShiftControl and Transmission ECU.Go to Step V.


1. Key off.

2. Measure the resistancebetween:

• Shift Control 30-way connector pinC1 and VehicleHarness 38-wayconnector pin 31.

• Shift Control 30-way connector pinC1 and ground.

If resistance between pins C1and 31 is 0 to .3 ohms andresistance between pin C1and ground is 10K ohms orgreater

Replace Transmission ECU(Only if Fault Code is Active).

If any of the above conditionsare not met

Repair harness between theTransmission ECU and ShiftControl. Go to Step V.


2-59



1. Key off.


3. Disconnect Vehicle Harness 38-way connector.

4. Measure resistancebetween:

• Shift Control 30-way connector pinF1 and VehicleHarness 38-wayconnector pin 28.

• Shift Control 30-way connector pinF1 and ground.

If resistance between pins F1and 28 is 0 to .3 ohms and ifresistance between pin F1 andground is 10K ohms or greater

Go to Step G.

If any of the aboveconditions are not met

Repair harness between theShift Control and TransmissionECU. Go to Step V.


1. Key off.

2. Measureresistance between:

• Shift Control 30-wayconnector pin F2 andVehicle Harness 38-way connector pin27.

• Shift Control 30-wayconnector pin F2 andground.

If resistance between pinsF2 and 27 is 0 to .3 ohmsand resistance betweenpin F2 and ground is 10Kohms or greater

Replace Transmission ECU(Only if Fault Code isActive). Go to Step V.


Repair harness between theShift Control andTransmission ECU. Go toStep V.


2-60


(SA 3, SPN 625, MID 130,

SID 248, FMI 2)


1. Key off.


3. Key on.





If code 16 appears Return to Step A to find errorin testing.


Go to Fault Code IsolationProcedure Index (seepage 1-12).

2-61


(SA 3, SPN 626, MID 130,

SID 237, FMI 3,4)

Code 17 (SA 3, SPN 626, MID 130, SID 237, FMI 3,4) Start Enable Relay Fault

Overview

The Start Enable Relay is wired into the Transmission Electronic Control Unit (TECU) on the coil side of the relay. At key on, the HCM determines the starting method (High-Voltage Motor/Generator, or Engine Starter) to use. If the HCM decides to use the standard engine starter, the 12-volt Cranking Relay is energized suppling battery power to the Start Enable Relay main feed, which then powers the starter solenoid.


• The Transmission Electronic Control Unit (TECU) ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 3 is set when the TECU detects an open or short to the vbatt in the control circuit of the Start Enable Relay for 1 second or greater.

• FMI 4 is set if the TECU detects a short to ground in the control circuit of the Start Enable Relay for 1 second or greater.


Possible Causes

• FMI 3,4

• Loose or corroded connections, bent or burnt pins, short to ground, open, or short to vbatt on the circuit

• Start Enable Relay

• TECU



• The red "Service" lamp will display and an "F’ will flash in the gear display.


• If the fault sets at power-up the engine will still crank, provided the high-voltage batteries have a sufficient State of Charge (SOC).

• If the fault sets while driving, the vehicle will continue to operate.



Required Tools• Basic Hand Tools• Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger

Code 17 (SA 3, SPN 626, MID 130, SID 237, FMI 3,4)Start Enable Relay Fault, continued

2-62


(SA 3, SPN 626, MID 130,

SID 237, FMI 3,4)

Front Harness View (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

23282934

7

TECU

30

86

8785

4

32

85

86

Start Enable Relay

Start Enable Minus

Start Enable Plus




2-63



1. Retrieve active fault codes andFMI’s with ServiceRanger using the9-pin diagnostic connector.

2. Swap Start Enable Relaywith another relay and seeif fault returns

If fault does not returnwith new relay

Replace Start Enable Relay(Only if Fault Code is Active).Go to Step V.

If fault returns with newrelay

Go to Step B.


1. What FMI’s were listed from Step A?

If FMI 3 is listed Go to Step C.

If FMI 4 is listed Go to Step E.


1. Key off.

2. Disconnect negative battery cable.

3. Disconnect the TransmissionHarness 38-way connector.

4. Measure resistance betweenVehicle Harness 38-wayconnector pins 32 and 4

If resistance between 32 and4 is 40-120 ohms

Go to Step D.


Repair the vehicle harnessfor an open circuit. Go toStep V.


2-64


(SA 3, SPN 626, MID 130,

SID 237, FMI 3,4)


1. Key on.

2. Measure voltage betweenVehicle Harness 38-wayconnector pin 32 andground

Note: The voltage will only read 5volts for 1-2 seconds.

If the voltage between pin 32and ground is 5 volts

Replace the TransmissionECU (only if fault code isactive). Go to Step V.

If the voltage between pin 32and ground is 12 volts

Repair the short to vbatt onthe harness. Voltage shouldremain at 5 volts for 1-2seconds after initial key on.Go to Step V.


1. Key off.

2. Disconnect battery cable.


4. Measure the resistancebetween Vehicle Harness38-way connector pins 32and ground

If the resistance between 32and ground is 10K ohms orgreater

Replace the Transmission ECU(only if fault code is active). Goto Step V.

If the resistance is outside ofrange

Repair the vehicle harness for ashort to ground. Go to Step V.


2-65



1. Key off.


3. Key on.








2-66


(SA 239, SPN 520200, FMI

9, 2)

Code 18 (SA 239, SPN 520200, FMI 9, 2) ECA Communication Fault

Overview

The Electric Clutch Actuator (ECA) controls the position of the clutch assembly. The ECA communicates with the Hybrid Control Module (HCM) over the proprietary Controller Area Network (CAN) data link to change position, show faults or include other operation information.



• The ECA ignition voltage is greater than 8.5 volts.

• The HCM CAN data link error is not active.


• FMI 9 is set when the ECA looses communication on the CAN data link for 2 seconds.

Possible Causes

• FMI 9

• CAN data link from the ECA to the link

• ECA

• HCM





• The ECA will either maintain current clutch position or move to the last position commanded by the HCM. Upon approaching idle the clutch will open and remain in this state.

• If the fault occurs at power-up, the vehicle will not crank.


Only inactive faults can be cleared from the TECU or HCM history using ServiceRanger. The TECU will automatically clear the faults from history after 200 hours and the HCM will automatically clear the faults from history after 200 hours of the fault staying inactive.

Required Tools


Code 18 (SA 239, SPN 520200, FMI 9, 2) ECA Communication Fault, continued

2-67




2. What FMI’s are present If Fault Code 18 FMI 9 isactive

Go to procedure for Fault Code87.

If Fault Code 18 FMI 9 is notactive

Test complete. Go to Step V.

27

28

2B

2A

HCM ECA

CAN - High (Vehicle)

CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

1 67 12

13 22

23 28

29 34 ECA 8-Way Harness Connector

E

A B C D

H G F


Code 18 (SA 239, SPN 520200, FMI 9, 2) ECA Communication Fault, continued

2-68


(SA 239, SPN 520200, FMI

9, 2)


1. Key off.


3. Key on.




If no codes. Test complete.

If code 18 appears. Return to Step A to find error intesting.

If code other than 18appears.


2-69


(SA 3, SPN 525, MID 130,

SID 231, FMI 9)

Code 24 (SA 3, SPN 525, MID 130, SID 231, FMI 9) J-1939 HCM Message Fault (TECU)

Overview

The Transmission Electronic Control Unit (TECU) communicates with the Hybrid Control Module over the J-1939 data link during vehicle operation to exchange requested gear and current gear information.



• No J-1939 data link fault currently active in the TECU.


• FMI 9 is set when the TECU fails to receive transmission data (like requested gear) for 2 seconds on greater from the HCM, and it is still communicating with other modules on J-1939.


Possible Causes

• FMI 9

• J-1939 data link

• HCM



• The red "Service" lamp will display and an "F" and will flash in the gear display.


• The operation mode will be changed to "AutoShift Fallback" mode.

• If the fault sets at power-up the engine will not crank.

• If the fault sets while driving, the vehicle will remain in current gear. When the vehicle comes to a stop the clutch will open and remain in this position.

• The amber "Check Hybrid" lamp may display on the dash due to an active fault code 48.



Required Tools


Code 24 (SA 3, SPN 525, MID 130, SID 231, FMI 9)J-1939 HCM Message Fault (TECU),

2-70


(SA 3, SPN 525, MID 130,

SID 231, FMI 9)



2. Perform Electrical Pretest If no issues found during theElectrical Pretest

Go to Step B.

If issue was repaired duringthe Electrical Pretest

Go to Step V.


3738

3536

16

12

1322

23282934

7

TECU HCM

2 2 J1939 LowJ1939 Low


37 38

35 36

1 67 12

13 22

23 28

29 34

3 J1939 High3J1939 High


Code 24 (SA 3, SPN 525, MID 130, SID 231, FMI 9)J-1939 HCM Message Fault (TECU),

2-71



1. Key off.


3. Disconnect HCM Vehicle Harness38-way connector.

4. Measure resistancebetween HCM VehicleHarness 38-wayconnector pin 2 and 3.

Note: Make sure the volt/ohm meter is onthe proper scale(around 200 ohmscale).

If resistance between pin 2and 3 is between 50-70 ohms

Replace HCM. Go to Step V.


Repair J-1939 Data link Harness.Go to Step V.


1. Key off.


3. Key on.








2-72


(SA 239, SPN 522, FMI

10,23)

Code 26 (SA 239, SPN 522, FMI 10,23) Clutch Slip Fault

OverviewThe mechanical clutch assembly is controlled through the Electric Clutch Actuator (ECA) that is mounted on the clutch housing. The Hybrid Control Module (HCM) controls the ECA position and monitors several variables to determine if their is a slip concern in the clutch when it is in the closed position.



• The ECA ignition voltage is greater than 7 volts and less than 16 volts.

• There is no active fault code 18 or 87 present.

Conditions to Set Fault• FMI 10 is set when the gear position is not neutral, the clutch is in the engaged position and the difference between the

transmission input shaft speed sensor and the engine speed is greater than 150 RPM for 1 second or longer.

• FMI 23 is set when the HCM detects a clutch overheat situation.

Note: A "CA" will appear if the clutch is allowed to slip and create heat beyond a set point. Do not use the throttle as a hill hold device as it will cause clutch damage and a "CA."

Possible Causes• FMI 10

• Clutch assembly

• FMI 23


• The red "Stop Hybrid" lamp or amber "Check Hybrid" lamp will display.




Required Tools• Basic Hand Tools• ServiceRanger


Code 26 (SA 239, SPN 522, FMI 10,23)Clutch Slip Fault, continued

2-73




2. What FMI’s are present If FMI 10 is listed Go to Step B.

If FMI 23 is listed FMI 23 is set due to excessiveclutch heat. This can occur whenthe throttle is being used as a hillhold or a worn clutch is slippingon long/steep grades. ContactEaton at 1-800-826-HELP(4357).


1. Is fault code 64 active If code 64 is active Go to procedure for fault code64.

If code 64 is not active Go to Step C.


1. Is fault code 27 FMI 13active

If code 27 FMI 13 is active Go to procedure for fault code27 FMI 13.

If code 27 FMI 13 is not active Go to Step D.


1. Key on.

2. Start engine.

3. Drive the vehicle underload in highest gearpossible. At a steadyspeed, quickly and fullypress and hold the throttle.

If code 26 is active Replace Clutch. See CLMT-0365for installation procedures. Go toStep V.

If code 26 is not active Test is complete. Go to Step V.

Code 26 (SA 239, SPN 522, FMI 10,23)Clutch Slip Fault, continued

2-74


(SA 239, SPN 522, FMI

10,23)


1. Key off.

2. Key on.









2-75


(SA 239, SPN 522, FMI 7,

13)

Code 27 (SA 239, SPN 522, FMI 7, 13) Clutch Disengagement Fault

Overview

The mechanical clutch assembly is controlled through the Electric Clutch Actuator (ECA) that is mounted on the clutch housing. The Hybrid Control Module (HCM) controls the ECA position and monitors several variables to determine if their is a slip concern in the clutch when it is in the closed position.



• The ECA ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 7 is set when the set when engine torque is greater than 400 Nm, engine torque commanded is less than 0 for 0.3 seconds and the clutch position commanded is open for 1 second with the gear position confirmed in neutral. Or, if the clutch input speed is greater than 300 RPM, the clutch output speed is greater than 300 RPM, the clutch is commanded open for 1 second, and the selected gear is neutral with everything above being true for 10 seconds.

• FMI 13 is set when the ECA fails to calibrate during power-up due to a mechanical binding issue and there are no other ECA faults present.

Possible Causes

• FMI 7

• Clutch Assembly

• ECA

• FMI 13

• Clutch Assembly

• Cross-shafts





• If this fault occurs while driving, the vehicle will operate and the transmission will shift to neutral once the vehicle comes to a stop.



Code 27 (SA 239, SPN 522, FMI 7, 13)Clutch Disengagement Fault, continued

2-76


(SA 239, SPN 522, FMI 7,

13)

Required Tools





2. If fault code 64 is listed If fault code 27 FMI 7 or 13are listed with an active faultcode 64

Go to procedure for fault code64.

If fault code 27 FMI 7 islisted with no active faultcode 64

Go to Step B.

If fault code 27 FMI 13 islisted with no active faultcode 64

Go to Step C.


1. Key on.

2. Start engine.

3. Launch vehicle and drive until 6thgear is obtained. Then slow downto a stop.

4. Repeat the launch 5 times.

5. Is FMI 7 active If FMI 7 is active Replace the Clutch. SeeCLMT0365 for installationprocedure. Go to Step V.

If FMI 7 is not active Test is complete. Go to Step V.

Code 27 (SA 239, SPN 522, FMI 7, 13)Clutch Disengagement Fault, continued

2-77



1. Key off.

2. Remove Electric Clutch Actuatorfrom transmission housing.

3. Attempt to rotate thecross-shaft and yokeassembly by hand.

If the cross-shaft assemblyrotates by hand from therelease bearing to thetransmission case

Replace the Clutch. SeeCLMT0365 for installationprocedure. Go to Step V.

If the cross-shaft assemblydoes not rotate by hand

Replace the cross-shaft,bushings, and grease. RepeatStep C.


1. Key off.

2. Key on.









2-78


(SA 3, SPN 43, MID 130,

PID 43, FMI 2)

Code 32 (SA 3, SPN 43, MID 130, PID 43, FMI 2) Loss of Switched Ignition Power Fault (TECU)

Overview

The Transmission Electronic Control Unit (TECU) is mounted to the transmission and it contains all of the software to control the transmission operation, however, the Hybrid Control Module (HCM) controls the operation of the TECU during Hybrid operation. Ignition powers is fused and provided from the key switch. Application of this input initiates the power-up sequence.


• Output Shaft Speed must be greater than 0 RPM.


• FMI 2 is set when the TECU looses ignition power during operation for 2 seconds or greater.


Possible Causes

• FMI 2

• Ignition power supply to TECU

• TECU


• The red 'Service" lamp will display and an "F’ will flash in the gear display.


• The operation mode will be changed to ’AutoShift Fallback’ Mode.


• If the fault sets while driving, the vehicle will remain in the current gear and the clutch will open when the vehicle approaches an idle. The default start gear will be engaged and the clutch will close if the throttle is depressed.

• No lamps will be illuminated on the Push Button if the fault occurs prior to power-up or while in neutral.

• Only the current mode lamp will be illuminated if the fault occurs while driving.

• The Push Button will start to tone when the vehicle approaches a stop and continue until power is returned.

Conditions to Clear the FaultOnly inactive faults can be cleared from the TECU or HCM history using ServiceRanger. The TECU will automatically clear the faults from history after 200 hours and the HCM will automatically clear the faults from history after 200 hours of the fault stay-ing inactive.


Code 32 (SA 3, SPN 43, MID 130, PID 43, FMI 2)Loss of Switched Ignition Power Fault

2-79


TECU

30

86

8785

87

86

85

30

35Ignition


IgnitionRelay

Ground

VehicleIgnition

12V Truck Battery

12V

Plus



3738

3536

16

12

1322

23282934

7

Code 32 (SA 3, SPN 43, MID 130, PID 43, FMI 2)Loss of Switched Ignition Power Fault

2-80


(SA 3, SPN 43, MID 130,

PID 43, FMI 2)



2. Perform Electrical Pretest If code 32 is active afterperforming Electrical Pretest

Replace TECU (only if faultcode is active). Go to Step V.


Clear Codes. Go to Step V.


1. Key off.

2. Key on.









2-81


(SA 3, SPN 168, MID 130,

PID 168, FMI 4)

Code 33 (SA 3, SPN 168, MID 130, PID 168, FMI 4) Low Battery Voltage Fault (TECU)

Overview

The Transmission Electronic Control Unit (TECU) is mounted to the transmission and it contains all of the software to control the transmission operation, however, the Hybrid Control Module (HCM) controls the operation of the TECU during normal "Hybrid Mode" operation. The HCM main battery power is a 12-volt feed that is fused and runs through the HCM 38-way vehicle connec-tor with the main ground wire returning to the battery negative terminal.




• FMI 4 is set when the TECU battery voltage drops below 7 volts for more than 1 second.


Possible Causes

• FMI 4 has several areas that may cause this fault.

• Power Supply to TECU


• Charging system

• TECU




• TECU switches to "AutoShift Fallback" mode.

• No lamps are illuminated on the Push Button.

• If this fault occurs prior to power-up, the vehicle will not crank.

• If this fault occurs while driving, the vehicle will maintain the current gear and the clutch will open when the vehicle comes to a stop.




Code 33 (SA 3, SPN 168, MID 130, PID 168, FMI 4)Low Battery Voltage Fault (TECU),

2-82


(SA 3, SPN 168, MID 130,

PID 168, FMI 4)

TECU 12V Truck Battery

12V Plus38TECU Power


36TECU Ground


3738

3536

16

12

1322

23282934

7

Ground

Code 33 (SA 3, SPN 168, MID 130, PID 168, FMI 4)Low Battery Voltage Fault (TECU),

2-83




2. Perform Electrical Pretest. If code 33 is active afterperforming the ElectricalPretest

Replace TECU (only if FaultCode is active). Go to Step V.




1. Key off.

2. Key on.









2-84


(SA 3, SPN 168, MID 130,

PID 168, FMI 14)

Code 34 (SA 3, SPN 168, MID 130, PID 168, FMI 14) Weak Battery Voltage Fault (TECU)

Overview

The Transmission Electronic Control Unit (TECU) is mounted to the transmission and it contains all of the software to control the transmission operation, however, the Hybrid Control Module (HCM) controls the operation of the TECU during normal "Hybrid Mode" operation. The HCM main battery power is a 12-volt feed that is fused and runs through the HCM 38-way vehicle connec-tor with the main ground wire returning to the battery negative terminal.





• FMI 14 is set when the TECU battery voltage drops below 9 volts for 10 seconds.


Possible Causes

• FMI 14 has several areas that may cause this fault.

• Power supply to TECU


• Charging system

• TECU




• TECU switches to "AutoShift Fallback" mode.

• If this fault occurs while moving, it causes a 1-speed fallback.

• If the vehicle is stopped, the starting gear and reverse can be engaged.




Code 34 (SA 3, SPN 168, MID 130, PID 168, FMI 14)Weak Battery Voltage Fault (TECU),

2-85


TECU 12V Truck Battery

12V Plus38TECU Power


36TECU Ground


3738

3536

16

12

1322

23282934

7

Ground

Code 34 (SA 3, SPN 168, MID 130, PID 168, FMI 14)Weak Battery Voltage Fault (TECU),

2-86


(SA 3, SPN 168, MID 130,

PID 168, FMI 14)





Replace TECU (only if FaultCode is active). Go to Step V.




1. Key off.

2. Key on.









2-87


(SA 3, SPN 639, MID 130,

SID 231, FMI 2)

Code 35 (SA 3, SPN 639, MID 130, SID 231, FMI 2) J-1939 Communication Link Fault (TECU)

Overview

J-1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of the link. The Transmission Electronic Control Unit (TECU) is connected to the J-1939 data link at the 38-way connector. This link is used to transmit information to the Hybrid Control Module (HCM) as well as communicate or receive data from the other modules on the network like the engine Engine Control Module (ECM).



• The TECU Battery Voltage Low fault is not active.


• FMI 2 is set when the TECU looses communication will all modules on the J-1939 data link for 5 seconds or greater.


Possible Causes

• FMI 2


• TECU



• The red "Service" lamp will display and an "F" will flash in the gear display.


• The operation mode will change to "AutoShift Fallback" mode.


• If the fault sets while driving, the vehicle will remain in current gear and the clutch will open once vehicle speed approaches idle.



Code 35 (SA 3, SPN 639, MID 130, SID 231, FMI 2)J-1939 Communication Link Fault

2-88


(SA 3, SPN 639, MID 130,

SID 231, FMI 2)


1. Retrieve active fault codes and FMI’s withServiceRanger using the 9-pin diagnosticconnector.

2. Key on.

3. Select the "Vehicle Components"screen and view the variousmodules that are reporting on theJ-1939 link

If TECU is notreporting on J-1939,but the HCM is listed

Go to Step B.

If the HCM and TECUare not reporting onJ-1939

Go to Step C.

Front Harness View (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

23282934

7

TECU

D

9 Pin DiagnosticConnector

3J1939 High TECU C

2J1939 Low TECU

J1939 High

J1939 Low

AF

J

E

GH

DC

B

9 Pin Diagnostic Connector



2-89



1. Key off.


3. Disconnect TECU VehicleHarness 38-way connector.

4. Measure resistancebetween TECU VehicleHarness 38-wayconnector pin 2 and 3.

Note: Make sure thevolt/ohm meteris on the properscale (around200 ohm scale).


Replace TECU. Go to Step V.


Repair the J-1939 Data linkHarness. Go to Step V.


1. Key off.

2. Measure resistancebetween thediagnostic connector9-way pins C and D.

If resistance between pin Cand D is between 50-70 ohms

Go to Step D.

If resistance is 70 ohms orgreater

One or more of the terminatingresistors on the J-1939 datalink harness is missing or outof range, or there is an open inthe link. Go to Step V.

If resistance is 50 ohms orless

There is an additionalterminating resistor present.Repair the OEM J-1939 datalink harness. Go to Step V.


2-90


(SA 3, SPN 639, MID 130,

SID 231, FMI 2)


1. Key off.

2. Measure the resistancebetween the following9-way diagnosticconnector pins:

• C to ground

• D to ground

If resistance between pin C toground and D to ground areboth 10K ohms or greater

Attempt to communicate withanother vehicle to ensureServiceRanger is working. IfServiceRanger fails tocommunicate with anothervehicle, call 1-800-826-HELP(4357)


Repair J-1939 Data linkHarness for a short to ground.Go to Step V.


1. Key off.

2. Key on.









2-91


(SA 3, SPN 639, MID 130,

SID 231, FMI 14)

Code 36 (SA 3, SPN 639, MID 130, SID 231, FMI 14) J-1939 Engine Message Fault (TECU)

Overview

J-1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of the link. The Transmission Electronic Control Unit (TECU) is connected to the J-1939 data link at the 38-way connector. This link is used to transmit information to the Hybrid Control Module (HCM) as well as communicate or receive data from the other modules on the network like the engine Engine Control Module (ECM).



• The TECU Battery Voltage Low fault is not active.

• The TECU J-1939 data link fault is not active.


• FMI 14 is set when the TECU fails to receive engine ECM data like engine torque for 5 seconds or greater, and it is still communicating with other modules on J-1939.


Possible Causes

• FMI 14


• ECM





• If the fault occurs while moving, the TECU will go into "AutoShift Fallback" Mode.

• Once the vehicle stops, start and reverse gears can be selected and the transmission will operate in AutoSelect mode.

• If the fault occurs at power-up, the vehicle will crank.


Required Tools• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter• ServiceRanger

Code 36 (SA 3, SPN 639, MID 130, SID 231, FMI 14)J-1939 Engine Message Fault

2-92


(SA 3, SPN 639, MID 130,

SID 231, FMI 14)



If code 36 is active Concern is either:1. Engine ECM2. data link from Engine ECM to J-1939data link backbone. Refer to OEM forrepair procedure.



3738

3536

16

12

1322

23282934

7

TECU Engine ECM

3J1939 High TECU

2J1939 Low TECU

(refer to OEM engine wiringdiagram for pin outs)


2-93


(SA 3, SPN 610, MID 130,

SID 251, FMI 5)

Code 37 (SA 3, SPN 610, MID 130, SID 251, FMI 5) Power Supply Fault (TECU)

Overview

The Transmission Electronic Control Unit (TECU) is mounted to the transmission and it contains all of the software to control the transmission operation, however, the Hybrid Control Module (HCM) controls the operation of the TECU during normal "Hybrid Mode" operation. The TECU main battery power is a 12-volt feed that is fused and runs through the TECU 38-way vehicle con-nector with the main ground wire returning to the battery negative terminal.



• The TECU will only run this test if the electric shifter is being cycled from "N" to gear.

Note: Changing the start gear from "N" will allow this test to run.


• FMI 5 is set when the TECU power supply resistance is measured before and during an electric shifter test and the results show a measurement of 0.4 ohms or greater.

Possible Causes

• FMI 5

• Power supply to TECU


• Broken or corroded battery interconnect straps may also be the cause of high resistance readings






Required Tools


Code 37 (SA 3, SPN 610, MID 130, SID 251, FMI 5)Power Supply Fault (TECU), continued

2-94


(SA 3, SPN 610, MID 130,

SID 251, FMI 5)


3738

3536

16

12

1322

23282934

7

TECU12V Battery

Negative (-)

38TECU PowerPositive (+)


36TECU Ground

4-Pin Diagnostics Port

4-way

B - Service Bat. +C - Service Bat. -A - Service Ignition +

B A

DC

4-Pin Diagnostic Port(Located at the left rear

corner of the transmission.)

Warning! - Do Not Load Test at Diagnostic Port


2-95






Go to Step B.




1. Locate diagnostic port ontransmission harness

2. Key on.

3. Measure voltagebetween pins C and thebattery negative post

If voltage between pin Cand battery negative post is0.70 volts or less

Go to Step C.


Repair battery ground supply toTransmission ECU. Go to Step V.


1. Locate diagnostic port onTransmission Harness.

2. Key on.

3. Measure voltage betweenpins B and pin C.

If voltage between pins B andC is within .6 volts of batteryvoltage

Go to Step D.

If voltage is outside of range Repair battery power supply toTransmission ECU. Fuse may beblown. Repeat test.


2-96


(SA 3, SPN 610, MID 130,

SID 251, FMI 5)


1. Key on.

2. Measure voltage betweenpin A and pin C.

If voltage betweenpins A and C is within.6 volts of batteryvoltage

Go to Step E.


Repair Ignition power supply to ECU.Fuse may be blown. Repeat test.


1. Key off.


3. Disconnect the Vehicle Harness38-way.

4. Inspect main power 38-way connectorterminals pin 36 and 38,in-line fuse holder, andpower supplyconnections forintegrity and corrosion.

If no problem found Go to Step V.

If problem is found Repair power/ground path for the mainpower supply. Go to Step V.


2-97



1. Key off.

2. Clean and reconnect allconnectors.

3. Key on.


5. Drive vehicle and attempt to resetthe code.



If code 37 appears. Return to Step A to find error in testing.

If code other than37 appears.


2-98


(SA 239, SPN 520243, FMI

3,4,5,14)

Code 38 (SA 239, SPN 520243, FMI 3,4,5,14) Battery Fan Relay Fault

Overview

The Battery Fan Relay is a normally open relay that is connected to the Hybrid Control Module (HCM) on the control side. When the HCM wants to turn on the relay it powers the control circuit, which closes the relay contacts. The relay powers the Battery Fan located in the Power Electronics Carrier (PEC), which provides the cooling for the high-voltage batteries.




• FMI 3 is set when the HCM detects a short to battery in the in the coil circuit of the battery fan relay.

• FMI 4 is set when the HCM detects a short to ground in the coil circuit of the battery fan relay.

• FMI 5 is set when the HCM detects an open in the coil circuit of the battery fan relay.

• FMI 14 is set when the following conditions are true for 10 minutes; the high-voltage battery temperature is greater than 55°C, the difference between the minimum and maximum battery temperatures is less than 1°C, and there are no battery temperature faults from the Battery Control Module.


Possible Causes

• FMI 3, 4, 5

• Vehicle harness from HCM to Battery Fan Relay

• Battery Fan Relay

• HCM

• FMI 14


• Battery Fan

• Plugged Air Filter

• Battery Fan Relay main power supply





Code 38 (SA 239, SPN 520243, FMI 3,4,5,14)Battery Fan Relay Fault, continued

2-99



HCM

30

86

8785

26 86

87

85

30

Battery Fan


Battery FanRelay

12V Truck Battery

12V

Plus

4Battery Fan Return

PEC

12

Ground14

Battery Fan Supply

Cooling Fan Plus

Cooling Fan Minus

Front Harness View (HCM - Hybrid System Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34


Harness Connector View (PEC 19 - Way)

8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19


2-100


(SA 239, SPN 520243, FMI

3,4,5,14)



2.Follow "Hybrid Shutdown Procedure"found at front of book to avoid shock,burn, or death from improperlyhandled high-voltage.

3. Change battery fan relaywith another relay to see iffault returns

If fault does not return withnew relay

Replace the battery fan relay. Goto Step V.


Go to Step B.


1. What FMI’s were listed in Step A?

Note: The Battery Fan Relay must bewired according to Eaton®requirements (shown onprevious page) for this test towork properly. If wireddifferently, consult OEM forcorrect wiring schematic.


If FMI 3 is listed Go to Step D.


If FMI 14 is listed Go to Step F.

WARNING


2-101



1. Key off.

2. Disconnect negative battery cable

3. Disconnect the HCM harness 38-way connector

4. Measure the resistancebetween the HCM SystemHarness 38-way connectorpins 26 and 4.

If the resistance between pins26 and 4 is 40-120 ohms

Replace HCM (Only if FaultCode is Active). Go to StepV.

If the resistance is outsidethe range

Repair the Vehicle Harnessfor an open circuit. Go toStep V.


1. Key on.

2. Measure voltage betweenHCM System Harness 38-wayconnector pins 26 and groundat key on

If voltage between pin 26 andground is 0 volts

Replace the HCM (only isfault code is active). Go toStep V.


Repair the short to vbatt onthe harness. Go to Step V.


1. Key off.


3. Disconnect the HCM harness 38-wayconnector.

4. Measure the resistancebetween HCM SystemHarness 38-way connectorpins 26 and ground

If resistance between pin 26and ground is 10K ohms orgreater

Replace the HCM (only isfault code is active). Go toStep V.


Repair the vehicle harnessfor a short to ground. Go toStep V.


2-102


(SA 239, SPN 520243, FMI

3,4,5,14)


1. Key off.

2. Remove and inspect the Airfilter on the PEC inlet andthe exhaust screen on thePEC outlet.

If the air filter and screenare clean and free fromdebris

Go to Step G.

If the air filter is dirty or theexhaust screen is plugged

Replace the Air Filter and cleanthe Exhaust Screen. Go to StepV.


1. Key off.

2. Connect ServiceRanger to the 9-pindiagnostic connector in the cab.

3. Key on.

4. Go to Product Tests and selectBattery Fan Relay.

5. Check for airflow from thefront and rear air ports inthe PEC.

If airflow can be felt from thePEC air inlet and exhaust

If Fault Code is Active contactEaton® at 1-800-826-4357.

If airflow can not be feltfrom the PEC air inlet andexhaust

Go to Step H.


1. Key on.

2. Disconnect the 19-way connector atthe PEC.

3. Measure voltage at the 19-way connector from pin 12to pin 14.

If voltage between pins 12and 14 is +/- 0.2 volts ofbattery voltage

Replace the PEC. Go to Step V.

If voltage between pins 12and 14 is outside of range

Repair wiring or relay problem.Refer to OEM.


2-103



1. Key off.

2. Reconnect all connectorsand negative battery cable.

3. Key on.


5. Drive the vehicle andattempt to reset the code.

6. Check for codes(see page 1-11).



If code other than 38 appears Go to Fault Code Isolation ProcedureIndex (see page 1-12).

2-104


(SA 239, SPN 520247, FMI

3,4,5)

Code 39 (SA 239, SPN 520247, FMI 3,4,5) Heat Exchanger Relay Fault

Overview

The Heat Exchanger Fan Relay is normally an open relay that is connected to the Hybrid Control Module (HCM) on the control side. When the HCM wants to turn on the relay it powers the control circuit, which closes the relay contacts. The relay powers the Heat Exchanger Fan located on the hybrid liquid cooling system radiator. The fan is used to provide additional airflow in certain situations like slow driving or ePTO operation.




• FMI 3 is set when the HCM detects a short to battery in the coil circuit of the Heat Exchanger Fan Relay.

• FMI 4 is set when the HCM detects a short to ground in the coil circuit of the Heat Exchanger Fan Relay.

• FMI 5 is set when the HCM detects an open in the coil circuit of the Heat Exchanger Fan Relay.


Possible Causes

• FMI 3,4,5

• Vehicle harness from HCM to Heat Exchanger Relay

• Heat Exchanger Relay

• HCM

• Heat Exchanger Relay Fuse




• Fault is stored in HCM memory



Required Tools

• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter• ServiceRanger

Code 39 (SA 239, SPN 520247, FMI 3,4,5)Heat Exchanger Relay Fault, continued

2-105


HCM

30

86

8785

35 86

87

85

30

Heat Exchange Fan HSD


Heat ExchangerFan Relay

12V Truck Battery

12V

Plus

37Heat Exchange Fan LSD

Heat ExchangerFan

A

GroundB

HEF Supply

HEF Plus

HEF Minus

Harness Front View (HCM - Hybrid System Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34


HEF Plus

Fuse


2-106


(SA 239, SPN 520247, FMI

3,4,5)



2. Change heat exchanger fanrelay with another relay andsee if the fault returns


Replace the Heat Exchanger FanRelay. Go to Step V.


Go to Step B.


1. Key on.

2. Connect ServiceRanger to the 9-pindiagnostic connector.

3. Select "Configurations" menu andpick the Hybrid Control Moduleoption.

4. Is there an option for Heat ExchangerFan

The Heat Exchanger Fan optionis shown and the vehicle hasthe Hybrid cooling system heatexchanger fan installed

Go to Step C.

The Heat Exchanger Fan optionis shown and the vehicle doesnot have the Hybrid coolingsystem heat exchanger faninstalled

Write down the modelnumber on the transmissiontag and contact Eaton at 1-800-826-HELP (4357).


1. What FMI’s were listedfrom Step A?

Note: The heat exchanger fan relaymust be wired according toEaton requirements (shown onprevious page) for this test towork properly. If wireddifferently consult OEM forcorrect wiring schematic.





2-107



1. Key off.


3. Disconnect the HCM SystemHarness 38-way connector.

4. Measure the resistancebetween HCM SystemHarness 38-way connectorpins 35 and 37

If resistance between pins 35 and37 is 40 - 120 ohms

Replace the HCM (only iffault code is active). Go toStep V.

If resistance is outside of range Repair the Vehicle Harnessfor an open circuit or blownfuse. Go to Step V.


1. Key on.

2. Measure the voltagebetween HCM systemharness 38-way connectorpins 35 and ground






1. Key off.



4. Measure the resistancebetween HCM SystemHarness 38-way connectorpins 35 and ground

If resistance between pins 35 andground is 10K ohms or greater


If resistance is outside of range Repair the Vehicle Harnessfor a short to ground. Go toStep V.


2-108


(SA 239, SPN 520247, FMI

3,4,5)


1. Key off.


3. Key on.








2-109


(SA 239, SPN 520248, FMI

3,4,5,14)

Code 40 (SA 239, SPN 520248, FMI 3,4,5,14) Cooling Pump Relay Fault

OverviewThe Cooling Pump Relay is normally an open relay that is connected to the Hybrid Control Module (HCM) on the control side. When the HCM wants to turn on the relay it powers the control circuit, which closes the relay contacts. The relay powers the Cooling Pump that circulates the coolant on the hybrid liquid system.

Conditions to Run Fault• The HCM ignition voltage is greater than 7 volts and less than 16 volts.

Conditions to Set Fault• FMI 3 is set when the HCM detects a short to battery in the coil circuit of the Cooling Pump Relay.

• FMI 4 is set when the HCM detects a short to ground in the coil circuit of the Cooling Pump Relay.

• FMI 5 is set when the HCM detects an open in the coil circuit of the Cooling Pump Relay.

• FMI 14 is set when the following occur for 10 minutes or longer; the Inverter temperature is greater than 50°C, the difference between the maximum battery temperature and the Inverter temperature is greater than 20°C, and there are no battery temperature or motor temperature faults.


Possible Causes• FMI 3,4,5

• Vehicle harness from HCM to Cooling Pump Relay

• Cooling Pump Relay

• HCM

• FMI 14

• Cooling Pump Relay

• Cooling Pump

• Cooling Pump Relay main power supply

• Low Coolant, Low Coolant Flow, Plugged Radiator, Fan Operation

Fallback Mode When Fault is SetWhen Fault Code is set the following conditions will occur:

• The amber 'Check Hybrid" lamp will display.




Code 40 (SA 239, SPN 520248, FMI 3,4,5,14)Cooling Pump Relay Fault, continued

2-110


(SA 239, SPN 520248, FMI

3,4,5,14)


HCM

30

86

8785

32 86

87

85

30

Coolant Pump


Coolant PumpRelay

12V Truck Battery

12V

Plus

4Coolant Pump Return

Coolant Pump

A

GroundB

Coolant Pump Supply

Coolant Pump Plus

Coolant Pump Minus


37 38

35 36

1 67 12

13 22

23 28

29 34



2-111




2.Follow "Hybrid Shutdown Procedure"found at front of book to avoid shock,burn, or death from improperlyhandled high-voltage.

3. Change cooling pump relaywith another relay and see iffault returns


Replace the cooling pump relay.Go to Step V.


Go to Step B.


1. What FMI’s were listed from Step A?

Note: The Cooling Pump Relay must bewired according to Eaton®requirements (shown on previouspage) for this test to work properly.If wired differently, consult OEMfor correct wiring schematic.





WARNING


2-112


(SA 239, SPN 520248, FMI

3,4,5,14)


1. Key off.



4. Measure the resistancebetween the HCM SystemHarness 38-way connectorpins 32 and 4

If resistance between 32 and 4is 40-120 ohms

Replace HCM (Only if FaultCode is Active). Go to Step V.


Repair the Vehicle Harness foran open circuit. Go to Step V.


1. Key on.

2. Measure voltage betweenHCM system harness 38-way connector pin 32 andground at key on


Replace the HCM (only if faultcode is active). Go to Step V.


Repair the short to vbatt on theharness. Go to Step V.


1. Key off.


3. Disconnect the HCM systemharness 38-way connector.

4. Measure the resistancebetween the HCM systemharness 38-way connectorpins 32 and ground

If resistance between pin 32and ground is 10K ohms orgreater



Repair the vehicle harness for ashort to ground. Go to Step V.


2-113



1. Key off.

2. Note the level of thecoolant in the HybridLiquid Cooling System.

If the coolant is within therecommended limits.

Go to Step G.

If the coolant is below therecommended limits.

Refer to OEM for coolant typeand fill procedure. Go to Step V.


1. Key off.


3. Key on.

4. Go to "Product Tests" and selectCoolant Pump Relay.

5. Listen for the Coolant Pumpto turn on and watch forcoolant flow in the resivour.

If the coolant pump runs andcoolant is moving through thereservoir.

If Fault Code is Active contactEaton® at 1-800-826-4357.

If the coolant pump does not run Go to Step H.

If the coolant pump does runand coolant does not flow

Check for kinks or sharpbends in the coolant lines. Ifokay contact OEM forconcerns with coolant pump.


1. Key on.

2. Disconnect the 2-way connector atthe Coolant Pump.

3. Measure voltage at the 2-wayconnector from pin A to B.

If voltage between pins A and B is+/- 0.2 volts of battery voltage.

Refer to OEM for CoolantPump problem.

If voltage between pins A and Bis outside of range.

Repair wiring or relayproblem. Refer to OEM.


2-114


(SA 239, SPN 520248, FMI

3,4,5,14)


1. Key off.


3. Key on.








2-115


(SA 239, SPN 563, FMI 2,

9, 14)

Code 47 (SA 239, SPN 563, FMI 2, 9, 14) J-1939 ABS Message Fault (HCM)

Overview

J-1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of the link. The HCM is connected to the J-1939 data link at the 38-way connector. This link is used to transmit information to the HCM as well as communicate or receive data from the other modules on the network like the ABS module.



• The J-1939 data link communication fault is not active.


• FMI 9 is set when the HCM fails to receive ABS message "Anti-Lock Braking Active" for 30 consecutive messages or greater, and it is still communicating with other modules on J-1939.

• FMI 14 is set when the HCM detects messages coming from the ABS module, however, the "Anti-Locking Braking Active" message is received as an error or not available.


Possible Causes

• FMI 9


• ABS Module

• FMI 14

• ABS module configured to communicate on J-1708 or analog instead of J-1939.

• ABS Module





• If the fault occurs while moving, the operation mode will go into "AutoShift Only" Mode.



Note: If the vehicle experiences an ABS event, the Hybrid regenerative braking is stopped until ABS communication continues, but the vehicle will still have motor assist.



Code 47 (SA 239, SPN 563, FMI 2, 9, 14)J-1939 ABS Message Fault (HCM), continued

2-116


(SA 239, SPN 563, FMI 2,

9, 14)



1. Retrieve the active faultcodes and FMI’s withServiceRanger using the 9-pin diagnostic connector.

2. What FMI’s are present? If code 47FMI 9 is listed

Concern is either:1. ABS Module2. J-1939 data link from ABS module to J-1939data link backbone. Refer to OEM for repairprocedures.

If code 47FMI 14 is listed

Concern is either:1. ABS Module is configured for J-1708 instead ofJ-1939 communication2. ABS module. Refer to OEM for repairprocedure.

ABS HCM

2 J1939 LowJ1939 Low


37 38

35 36

1 67 12

13 22

23 28

29 34

3 J1939 HighJ1939 High


2-117


(SA 239, SPN 523, FMI 9,

2)

Code 48 (SA 239, SPN 523, FMI 9, 2) J-1939 Transmission Message Fault (HCM)

Overview

J-1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of the link. The Hybrid Control Module (HCM) is connected to the J-1939 data link at the 38-way connector. This link is used to transmit information to the HCM as well as communicate or receive data from the other modules on the network like the Transmission Electronic Control Unit (TECU).





• FMI 9 is set when the HCM fails to receive TECU data (like current gear) for 30 consecutive messages or greater, and it is still communicating with other modules on J-1939.


Possible Causes

• FMI 9


• TECU





• The red "Service" lamp may display and a "F" may flash in the gear display due to an active fault code 24.

• The operation mode is changed to "AutoShift Only" mode.

• Electric motor/generator assist and regen are disabled, however, the high-voltage relays will remain powered.


• If the fault sets while driving, the vehicle will shift, however, when the vehicle comes to a stop the clutch will open and remain in the open position.




Code 48 (SA 239, SPN 523, FMI 9, 2)J-1939 Transmission Message Fault (HCM), contin-

2-118


(SA 239, SPN 523, FMI 9,

2)

Required Tools




2. Perform Electrical Pretest. If no issues found during theElectrical Pretest.

Go to Step B.

If issue was repaired duringthe Electrical Pretest.

Go to Step V.


3738

3536

16

12

1322

23282934

7

TECU HCM

2 2 J1939 LowJ1939 Low


37 38

35 36

1 67 12

13 22

23 28

29 34

3 J1939 High3J1939 High


Code 48 (SA 239, SPN 523, FMI 9, 2)J-1939 Transmission Message Fault (HCM), contin-

2-119



1. Key off.



4. Measure the resistancebetween the TECUVehicle Harness 38-wayconnector pin 2 and 3.


If resistance between pin 2and 3 is between 50 to 70ohms.


If resistance is outside ofrange.

Repair J-1939 Data link Harness.Go to Step V.


1. Key off.


3. Key on.








2-120


(SA 239, SPN 190, FMI 9,

2)

Code 49 (SA 239, SPN 190, FMI 9, 2) J-1939 Engine Message Fault (HCM)

Overview

J-1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of the link. The Hybrid Control Module (HCM) is connected to the J-1939 data link at the 38-way connector. This link is used to transmit information to the HCM as well as communicate or receive data from the other modules on the network like the Engine Control Module (ECM).



• The J-1939 data link communication fault is not active


• FMI 9 is set when the HCM fails to receive Engine ECM data (like engine torque) for 30 consecutive messages or greater, and it is still communicating with other modules on J-1939.


Possible Causes

• FMI 9

• J-1939 data link from Engine ECM

• ECM





• The operation mode will be changed to "AutoShift Only" mode.





Required Tools


Code 49 (SA 239, SPN 190, FMI 9, 2)J-1939 Engine Message Fault (HCM), continued

2-121




If code 49 is active Concern is either:1. Engine ECM2. data link from Engine ECM toJ-1939 data link backbone. Referto OEM for repair procedure.


ECM HCM



37 38

35 36

1 67 12

13 22

23 28

29 34



2-122


(SA 239, SPN 701, FMI 9,

2)

Code 50 (SA 239, SPN 701, FMI 9, 2) J-1939 Body Controller Message Fault (HCM)

Overview

J-1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of the link. The Hybrid Control Module (HCM) is connected to the J-1939 data link at the 38-way connector. This link is used to transmit information to the HCM as well as communicate or receive data from the other modules on the network like the Body Controller.





• FMI 9 is set when the HCM fails to receive Body Controller data like hydraulic demand for 5 seconds or greater, and it is still communicating with other modules on J-1939.


Possible Causes

• FMI 9


• Body Controller



• The amber and red lamps will not light since the Body Controller activates the lamps


• HCM disables ePTO operation, since parameters like hydraulic demand are unavailable



Required Tools


Code 50 (SA 239, SPN 701, FMI 9, 2)J-1939 Body Controller Message Fault (HCM), con-

2-123




If code 50 is active Concern is either:1. Body Controller2. data link from Body Controllerto J-1939 data link backbone.Refer to OEM for repairprocedure.


Body Controller HCM



37 38

35 36

1 67 12

13 22

23 28

29 34



2-124


(SA 3, SPN 60, MID 130,

PID 60, FMI 2,3,4,10)

Code 51 (SA 3, SPN 60, MID 130, PID 60, FMI 2,3,4,10) Rail Position Sensor Fault

OverviewThe Rail Position Sensor is a Hall Effect position sensor that provides feedback on the position of the shift finger. The Transmis-sion Electronic Control Unit (TECU) delivers a constant 5 volt reference to one terminal of the Rail Position Sensor. The signal output from sensor provides a regulated voltage signal from .5 volts to 4.5 volts. The last terminal provides a ground for the Rail Position Sensor to the TECU.



• FMI’s 3 and 4 will not be set if the TECU System Battery Voltage Low Fault is active.

• FMI 2 will not set if FMI 3,4 is active.


• FMI 2 sets when the transmission controller detects the rail sensor voltage is above 4.5 volts or below 0.5 volts for 1 second of longer.

• FMI 3 sets when the transmission controller detects the rail sensor supply voltage is 5% above the expected supply voltage for 1 second or longer.

• FMI 4 set when the transmission controller detects the rail sensor supply voltage is 5% below the expected supply volt-age for 1 second or longer.

• FMI 10 (refer to troubleshooting guide TRTS0930)


Possible Causes

• FMI 2, 10

• Transmission Harness

• Rail Position Sensor

• TECU

• FMI’s 3, 4

• TECU





• If this fault occurs while moving, the transmission will remain in the current gear and the clutch will open when the vehicle comes to a stop.

• The operation mode will be changed to "AutoShift Fallback" Mode.

Code 51 (SA 3, SPN 60, MID 130, PID 60, FMI 2,3,4,10)Rail Position Sensor Fault, con-

2-125



Required Tools


Harness Front View (TECU - System Interface Connector)

3738

3536

16

12

1322

23282934

7

B

A

C

Rail Position Sensor Pins

TECU

20

18

19


Hall EffectB C

A

C

A

B

Rail Position Plus

Rail Position Signal

Rail Position Minus



2-126


(SA 3, SPN 60, MID 130,

PID 60, FMI 2,3,4,10)



2. Key off.

3. What FMI’s are present If FMI 3 or 4 is listed Replace the TECU. Go to Step V.

If FMI 2, 10 is listed Go to Step B.


1. Key off.



4. Measure resistancebetween the TransmissionHarness 38-way connectorpins:

• 18 and 19

• 18 and 20

Note: An Auto Ranging DigitalVolt/Ohm Meter mustbe used.

If pin 18 and 19 resistance is100 to 200 ohms and if pin18 and 20 resistance is 5K to7K ohms

Go to Step C.


Go to Step D.


1. Measure resistancebetween TransmissionHarness 38-wayconnector pin 18 toground.

If resistance is 10K ohms orgreater

Replace TECU (Only if FaultCode is Active). Go to Step V.

If resistance is less than 10Kohms

Go to Step D.


2-127



1. Disconnect TransmissionHarness from Rail Select Sensor.

2. Measure resistancebetween Rail SelectSensor pins:

• A and C

• A and B

Note: An Auto RangingDigital Volt/OhmMeter must be used.

If pin A and C resistance is5K to 7K and if pin A and Bresistance is 100 to 200ohms

Replace the transmissionharness. Go to Step V.

If any to the aboveconditions are not met

Replace Electric Shifter. Go toStep V.


1. Key off.


3. Key on.








2-128


(SA 3, SPN 59, MID 130,

PID 59, FMI 2,3,4)

Code 52 (SA 3, SPN 59, MID 130, PID 59, FMI 2,3,4) Gear Position Sensor Fault

OverviewThe Rail Position Sensor is a Hall Effect position sensor that provides feedback on the position of the shift finger. The Transmis-sion Electronic Control Unit (TECU) delivers a constant 5 volt reference to one terminal of the Rail Position Sensor. The signal output from sensor provides a regulated voltage signal from .5 volts to 4.5 volts. The last terminal provides a ground for the Rail Position Sensor to the TECU.



• FMI 3, 4 will not be set if the TECU System Battery Voltage Low Fault is active.

• FMI 2 will not set if FMI 3, 4 is active.


• FMI 2 sets when the transmission controller detects the rail sensor voltage is above 4.5 volts or below 0.5 volts for 1 second of longer.

• FMI 3 sets when the transmission controller detects the rail sensor supply voltage is 5% above the expected supply voltage for 1 second or longer.

• FMI 4 set when the transmission controller detects the rail sensor supply voltage is 5% below the expected supply volt-age for 1 second or longer.


Possible Causes

• FMI 2


• Rail Position Sensor

• TECU

• FMI 3,4

• TECU





• The operation mode will be changed to "AutoShift Fallback Mode."


Code 52 (SA 3, SPN 59, MID 130, PID 59, FMI 2,3,4)Gear Position Sensor Fault, contin-

2-129


Required Tools



3738

3536

16

12

1322

23282934

7

B

A

C

Gear Position Sensor Pins

TECU

12

10

11


Hall EffectB C

AC

A

B

Gear Position Plus

Gear Position Signal

Gear Position Minus



2-130


(SA 3, SPN 59, MID 130,

PID 59, FMI 2,3,4)



2. Key off.

3. What FMI’s are present. If FMI 3 or 4 is listed. Replace the TECU. Go to Step V.

If FMI 2 is listed. Go to Step B.


1. Key off.



4. Measure resistancebetween the TransmissionHarness 38-wayconnector pins:

• 18 and 19

• 18 and 20

Note: An Auto Ranging DigitalVolt/Ohm Meter mustbe used.

If pin 18 and 19 resistance is100 to 200 ohms and if pin18 and 20 resistance is 5K to7K ohms.

Go to Step C.

If any of the aboveconditions are not met.

Go to Step D.


1. Measure resistancebetween TransmissionHarness 38-wayconnector pin 18 toground.

If resistance is 10K ohms orgreater.

Replace TECU (Only if FaultCode is Active). Go to Step V.

If resistance is less than 10Kohms.

Go to Step D.


2-131



1. Disconnect TransmissionHarness from Rail Select Sensor.

2. Measure resistancebetween Rail SelectSensor pins:

• A and C

• A and B

Note: An Auto RangingDigital Volt/Ohm Metermust be used.

If pin A and C resistance is5K to 7K and if pin A and Bresistance is 100 to 200ohms.

Replace the transmissionharness. Go to Step V.

If any to the aboveconditions are not met.



1. Key off.


3. Key on.








2-132


(SA 239, SPN 520244, FMI

12,14)

Code 53 (SA 239, SPN 520244, FMI 12,14) DC/DC Converter Fault

Overview

The DC/DC Converter is connected to the high-voltage Power Electronics Carrier (PEC), which provide 340 volts DC. The voltage is stepped down to 12-volts DC and used to maintain the vehicle’s 12-volt system during engine off PTO operation. The DC/DC maintains a steady 12.6 volts output and increases the amperage with vehicle demand up to 1.5 kw or 120 amps.




• FMI 12 sets if vehicle voltage drop is greater than 0.7 volts from the start of ePTO mode, or if the vehicle battery is equal to or less than 11.3 volts. If there is no DC/DC to battery cable fault the fault will set if the power drop across the DC/DC is less than 900 watts.

• FMI 14 sets if vehicle voltage drop is greater than 0.7 volts from the start of ePTO mode, or if the vehicle battery is equal to or less than 11.3 volts. If there is no DC/DC to battery cable fault the fault will set if the power drop across the DC/DC is greater than 1500W.

Possible Causes

• FMI 12

• DC/DC Converter

• FMI 14

• Vehicle load is above the maximum 1.5 kw output of the Converter





• HCM requires the engine to power the PTO and maintain the 12-volt system



Required Tools

• Basic Hand Tools• High-Voltage Gloves J-48603• Lock-Out Bracket J-48506• Lock-Out Tags • ServiceRanger

Code 53 (SA 239, SPN 520244, FMI 12,14)DC/DC Converter Fault, continued

2-133












HAZARDOUS VOLTAGE

Code 53 (SA 239, SPN 520244, FMI 12,14)DC/DC Converter Fault, continued

2-134


(SA 239, SPN 520244, FMI

12,14)



2. Key off.


4. What FMI’s are present. If FMI 12 is listed. Replace the DC/DC Converter.Go to Step V.

If FMI 14 is listed. The vehicle 12-volt demandexceeds the capacity of the DC/DC Converter. Loads must beremoved from the 12-voltsystem to maintain a maximumof 1.5 kw total usage.


1. Key off.

2. Key on.









WARNING

2-135


(SA 239, SPN 520245, FMI

2,4)

Code 54 (SA 239, SPN 520245, FMI 2,4) DC/DC Converter Output Voltage Fault

Overview

The DC/DC Converter is connected to the Power Electronics Carrier (PEC), which provides 340 volts DC. The voltage is reduced to 12-volts DC and used to maintain the vehicle’s 12-volt system during engine off PTO operation. The DC/DC maintains a steady 14.2 (±0.2) volts output and increases the amperage with vehicle demand up to 1.5 kw or 120 amps. The DC/DC Converter also produces a feedback voltage from the 4-way connector. The voltage output is a 0-5 volt signal, which shows 5 volts when the Converter is at 14.2 (±0.2) volts on the output. If the Converter output drops, the feedback signal drops accordingly.


• The Hybrid Control Module (HCM) ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 2 is set whenever DC/DC voltage feedback signal reads >15 volts or <10 volts and ePTO mode is engaged.

• FMI 4 is set if the voltage feedback is <15 volts and >10 volts and the difference between the voltage feedback and the vehicle battery voltage is greater than 0.5 volts for 1 second or more.

Possible Causes

• FMI 2

• Voltage Feedback wire from DC/DC Converter to HCM

• FMI 4

• 12-volt power cables from the 12-volt battery to the DC/DC Converter

• Power supply to HCM





• Depending on the voltage at the vehicle battery the engine may operate to maintain the 12-volt system in ePTO mode.




Code 54 (SA 239, SPN 520245, FMI 2,4)DC/DC Converter Output Voltage Fault, contin-

2-136


(SA 239, SPN 520245, FMI

2,4)






High-voltage cables and wiring are orange in color and contain a warning label at the connectors, while high-voltage components are marked with a label. High-voltage rubber insulated gloves must be used when working on any of these com-ponents. Failure to follow these instructions may result in severe personal injury or death.


HAZARDOUS VOLTAGE



2-137




2. Key off.


4. What FMI’s are present. If FMI 2 is listed. Go to Step B.

If FMI 4 is listed. Go to Step C.

HCM DC/DC Converter

1Feedback

4 Ground

Thermocouple

Deutsch 4-Way OEM Connector

3

2

4 3

1 2

11

19

340V EPTO Plus

340V EPTO Minus

12V Plus

12V Minus


37 38

35 36

1 67 12

13 22

23 28

29 34


WARNING


2-138


(SA 239, SPN 520245, FMI

2,4)


1. Key on.

2. Select ePTO mode on the pushbutton.

3. Measure voltage at the DC/DC converter12-volt output terminals.

If voltage is greater than 10volts

Repair the open or shortedharness from pin 1 of theDC/DC converter to pin 19of the HCM. Go to Step V.

If voltage is less than 10volts

Replace the DC/DCconverter. Go to Step V.


1. Key on.

2. Connect ServiceRanger to the 9-pin diagnostic connector in cab.

3. View the following Data Monitorparameters in neutral:

• PID 121 "DC/DC ConverterOutput Voltage."

• PID 165 "Battery PotentialVoltage."

If voltage at the DC/DCConverter is 12 - 14 volts

Go to Step D.

If voltage is outside of range Repair the open harness or fusein the main power supply fromthe DC/DC converter to the 12-volt battery. Go to Step V.


1. Key on.

2. View the following Data Monitorparameters:

• PID 121 "DC/DC ConverterOutput Voltage."

• PID 165 "BatteryPotential Voltage."

If PID 165 is 0.5 volts lessthan PID 121

Repair/replace the DC/DCconverter power supply harnessthat powers the 12-volt batterysystem. Go to Step V.

If PID 121 is 0.5 volts lessthan PID 165

Repair the voltage feedback wirethat goes from pin 1 of the DC/DCconverter to pin 19 of the HCM.Go to Step V.


2-139



1. Key off.

2. Key on.









2-140


(SA 3, SPN 161, MID 130,

PID 161, FMI 2,3,4,5,10)

Code 56 (SA 3, SPN 161, MID 130, PID 161, FMI 2,3,4,5,10) Input Shaft Speed Sensor Fault

OverviewThe Input Shaft Speed Sensor is located on the 6-bolt PTO cover, which is standard on the right side of the transmission. The sensor is a magnetic pickup that produces an AC voltage as the countershaft gear teeth moves past the end of the sensor. At idle the speed sensor output is low and increases as the speed of the countershaft increases.



• FMI 10 requires the transmission to be in neutral and the vehicle speed must be within range.

• FMI 2 will not set if there is already an active FMI 5 for the Input or Output Shaft Speed Sensors.


• FMI 2 is set when the TECU input shaft speed is compared to the output shaft speed and it produces an inconsistent reading for 1 second or greater.

• FMI 3 and 4 are set when the TECU detects a short to ground, short to battery, and the input shaft speed is 0 for 1 sec-ond or greater.

• FMI 5 is set when the TECU detects an open circuit and the Input Shaft Speed Sensor is 0 for 1 second or greater.

• FMI 10 is set when the TECU detects a 200 RPM or greater speed difference between the input shaft speed and the raw input shaft speed for 10 ms or greater.

Possible Causes

• FMI 2,10

• Input Shaft Speed Sensor

• TECU


• Damaged Transmission Gearing

• Contamination on the input shaft speed sensor

• FMI 3, 4, 5

• Input Shaft Speed Sensor

• TECU





• The operation mode will be changed to "AutoShift Fallback" Mode.


• If this fault occurs at power-up, the vehicle will crank but the transmission will not engage a gear.

Code 56 (SA 3, SPN 161, MID 130, PID 161, FMI 2,3,4,5,10)Input Shaft Speed Sensor

2-141




Required Tools



3738

3536

16

12

1322

23282934

7

TECU Input ShaftSpeed Sensor

7

8 B

A

A B

Input Shaft Speed Sensor (Connect View)

Input Shaft Speed Sensor High

Input Shaft SpeedSensor Low



2-142


(SA 3, SPN 161, MID 130,

PID 161, FMI 2,3,4,5,10)



2. Key off.



5. Measure the resistancebetween the transmissionharness 38-way connectorpins 7 and 8 and pin 7 andground.

If resistance is 2K to 4.5Kohms and pin 7 to ground is10K ohms or greater

Go to Step B.

If resistance is outside of therange

Go to Step D.


1. Key on.

2. Measure the voltage frombetween the transmissionharness 38-way connectorpin 7 and ground

If voltage is 0 volts Go to Step C.

If voltage is 11-13 volts Repair the short to battery in theOEM harness. Go to Step V.


1. Inspect Input ShaftSpeed Sensor forcontamination ordamage.

If no problem found Replace Transmission ECU(Only if Fault Code is Active).Go to Step V.

If problem if found or youwere sent here from Step Dor E

Replace Input Shaft SpeedSensor and inspect thecountershaft gear for damage.Go to Step V.


2-143



1. Disconnect the TransmissionHarness from Input Shaft SpeedSensor.

2. Measure resistancebetween Input ShaftSpeed Sensor pins A andB.

If resistance is 2K to 4.5Kohms

Go to Step E.


Go to Step C.


1. Measure resistancebetween Input ShaftSpeed Sensor pin A andground.


Replace Transmission Harness.Go to Step V.


Go to Step C.


1. Key off.


3. Verify proper installation of speedsensor.

4. Key on.








2-144


(SA 3, SPN 191, MID 130,

PID 191, FMI 2,3,4,5)

Code 58 (SA 3, SPN 191, MID 130, PID 191, FMI 2,3,4,5) Ouput Shaft Speed Sensor Fault

Overview

The Output Shaft Speed Sensor is located on the rear bearing cover at the 12 o’clock position. The sensor is a magnetic pickup that produces an AC voltage as the tone wheel teeth moves past the end of the sensor. At idle the speed sensor output is low and it increases as the speed of the output shaft increases.



• FMI 2 will not set if there is already an active FMI 5 for the Input or Output Shaft Speed Sensors.


• FMI 2 is set when the TECU output shaft speed is compared to the input shaft speed and it produces an inconsistent reading for 1 second or greater.

• FMI 3,4 are set when the TECU detects a short to ground, short to battery, or the output shaft speed is 0 for 1 second or greater.

• FMI 5 is set when the TECU detects an open and the Output Shaft Speed Sensor is 0 for 1 second or greater.

Possible Causes

• FMI 2

• Output Shaft Speed Sensor

• TECU


• Damaged Transmission Gearing

• Contamination on the output shaft speed sensor

• FMI 3, 4, 5

• Output Shaft Speed Sensor

• TECU








Code 58 (SA 3, SPN 191, MID 130, PID 191, FMI 2,3,4,5)Ouput Shaft Speed Sensor

2-145



Required Tools



3738

3536

16

12

1322

23282934

7

TECU Output ShaftSpeed Sensor

23

24 B

A

A B

Output Shaft Speed Sensor (Connect View)

Output Shaft Speed Sensor High

Output Shaft SpeedSensor Low



2-146


(SA 3, SPN 191, MID 130,

PID 191, FMI 2,3,4,5)



2. Key off.



5. Measure resistancebetween the TransmissionHarness 38-wayconnector pins 23 and 24and 23 and ground.

If resistance is 2K to 4.5Kohms and pin 23 to ground is10K ohms or greater

Go to Step B.

If resistance is outside of therange

Go to Step D.


1. Key on.

2. Measure voltage betweenthe Transmission Harness38-way connector pin 23and ground

If voltage is 0 volts Go to Step C.



1. Inspect Output ShaftSpeed Sensor forcontamination or damage.

If no problem found Replace Transmission ECU(Only if Fault Code is Active).Go to Step V.

If problem is found or youwere sent here from Step Dor E

Replace Output Shaft SpeedSensor and inspect the tonewheel for damage, looseness orcorrosion. Go to Step V.


2-147



1. Disconnect the TransmissionHarness from the Output ShaftSpeed Sensor.

2. Measure resistancebetween Output ShaftSpeed Sensor pins A and B.

If resistance is 2K to 4.5Kohms

Go to Step E.


Go to Step C.


1. Measure resistancebetween Output Shaft SpeedSensor pin A and ground.




Go to Step C.


1. Key off.


3. Verify proper installation of speedsensor.

4. Key on.

5. Clear codes(see page 1-11).







2-148


(SA 239, SPN 639, FMI 9,

2)

Code 59 (SA 239, SPN 639, FMI 9, 2) J-1939 Communication Link Fault (HCM)

Overview

J-1939 is a high-speed twisted pair 250K data link with one 120 ohm resistor at each end of the link. The Hybrid Control Module (HCM) is connected to the J-1939 data link at the 38-way connector. This link is used to transmit or receive operation informa-tion from other modules on the network like the Transmission Electronic Control Unit (TECU) or Engine Control Module (ECM).




• FMI 9 is set when the HCM looses communication with all modules on the J-1939 data link for 30 consecutive mes-sages or greater.


Possible Causes

• FMI 2


• HCM



• The amber "Check Hybrid" and red "Stop Hybrid" lamps will not display, since the lamps are driven over the J-1939 data link.




• If the fault sets while driving, the vehicle will shift, however, when the vehicle comes to a stop the clutch will open and remain open.

• Electric motor/generator assist and regen are disabled; however, the high-voltage relays will remain powered.

• You may see a red "Service" lamp, and a "F" will flash in the gear display due to the active fault code 24,35, or 36.



Required Tools

• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter

Code 59 (SA 239, SPN 639, FMI 9, 2)J-1939 Communication Link Fault (HCM), continued

2-149


• ServiceRanger



2. Key on.

3. Select the "VehicleComponents" screen andview the various modulesthat are reporting on theJ-1939 link

If the HCM is not reporting onJ-1939 but the TECU is listed

Go to Step B.

If the HCM and TECU are notreporting on J-1939

Go to Step C.

HCM

D


37 38

35 36

1 67 12

13 22

23 28

29 34


3J1939 High C

2J1939 Low

J1939 High

J1939 Low

AF

J

E

GH

DC

B




2-150


(SA 239, SPN 639, FMI 9,

2)


1. Key off.




Note: Make sure thevolt/ohm meter ison the properscale (around 200ohm scale).

If resistance between pin 2and 3 is between 50-70ohms



Repair J-1939 Data linkHarness. Go to Step V.


1. Key off.

2. Measure the resistancebetween pins C and D onthe 9-way diagnosticconnector

If resistance between pin Cand D is 50-70 ohms

Go to Step D.

If resistance is 70 ohms orgreater

One or more of the terminatingresistors on the J-1939 data linkharness is missing, out of range,or there is an open in the link.Repair the OEM J-1939 data linkharness. Go to Step V.

If resistance is 50 ohms orless

There is an additionalterminating resistor present.Repair the OEM J-1939 data linkharness. Go to Step V.


2-151



1. Key off.

2. Measure resistancebetween pins C andground on the 9-waydiagnostic connector

If resistance between pin Cand ground is 10K ohms orgreater

Attempt to communicate withanother vehicle and ensureServiceRanger is working. IfServiceRanger fails tocommunicate with anothervehicle, call 1-800-826-HELP(4357).


Repair J-1939 Data linkHarness for a short to ground.Go to Step V.


1. Key off.

2. Key on.









2-152


(SA 239, SPN 625, FMI 9,

2)

Code 60 (SA 239, SPN 625, FMI 9, 2) CAN Communication Link Fault (HCM)

Overview

The Controller Area Network (CAN) is a high-speed twisted pair 500K proprietary data link that connects the HCM to the Electric Clutch Actuator (ECA), Battery Control Module and Inverter. The link contains one 120 ohm resistor at each end. The link is used to transmit information specific to clutch position or power electronics operations.


• The HCM is powered and ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 9 is set when the HCM loses communication with all modules on the CAN data link for 30 consecutive messages or greater.


Possible Causes

• FMI 9

• CAN data link

• HCM







• Electric Motor/Generator assist and regeneration are disabled, however, the high-voltage relays will remain powered.

• If the fault sets while driving the clutch will either close or open and remain in this position permanently.




Required Tools


[/Dest /trts1000_code60 /DEST pdfmark

Code 60 (SA 239, SPN 625, FMI 9, 2)CAN Communication Link Fault (HCM), continued

2-153


HCM H


37 38

35 36

1 67 12

13 22

23 28

29 34

9 Pin DiagnosticConnector28CAN High

J

27CAN Low

CAN Low

CAN High

AF

J

E

GH

DC

B


(Terminating Resistor in HCM)



2-154


(SA 239, SPN 625, FMI 9,

2)



2. Key off.

3. Measure the resistancebetween one of the following:

• Diagnostic the 9-pinconnector pins H and J.

• Pins A and B on the 3-way connector.

• Pins 1 and 2 on the 2-way connector.

Note: The 3-way and 2-way datalink connectors are locatednext to the 9-pindiagnostic connector

Note: Make sure the volt/ohm meteris on the proper scale(around 200 ohm scale).

If resistance between pin Hand J, A and B, or 1 and 2 isbetween 50 to 70 ohms

Go to Step B.

If resistance is more than 70ohms

One or more of the terminatingresistors on the CAN data linkharness is either missing or outof range, or there is an open inthe link. Repair OEM CAN datalink Harness. Go to Step V.

If resistance is less than 50ohms

There is an additionalterminating resistor present.Repair the OEM CAN data linkHarness. Go to Step V.


2-155



1. Key off.



4. Measure resistancebetween HCM VehicleHarness 38-way connectorpin 27 and 28.

Note: Make sure the volt/ohm meter is on theproper scale (around200 ohm scale)

If resistance between pin27 and 28 is between 110-130 ohms



Repair the CAN data linkHarness. Go to Step V.


1. Key off.

2. Key on.








2-156


(SA 3, SPN 772, MID 130,

SID 39, FMI 5,6)

Code 61 (SA 3, SPN 772, MID 130, SID 39, FMI 5,6) Rail Select Motor Fault

Overview

The Electric Shifter contains two electric motors called the Rail and Gear motors. These motors move a shift finger between the various rails which engage the shift rails. Power is supplied from the Transmission Electronic Control Unit (TECU).



• The TECU System Battery Voltage Low Fault is not active

• The TECU System Battery Voltage Weak Fault is not active

• The Electric Shifter is not energized and the shift finger is not moving


• FMI 5 and 6 are set when the TECU detects 5 continuous open or short conditions on the Electric Shifter while the motor drive circuit is idle in a 500 ms interval.

Possible Causes

• FMI 5, 6


• TECU




• The red 'Service" lamp will display and an "F" will flash in the gear display.






Required Tools


Code 61 (SA 3, SPN 772, MID 130, SID 39, FMI 5,6)Rail Select Motor Fault, continued

2-157



3738

3536

16

12

1322

23282934

7

TECU

35

37

Rail Select Motor

Rail Motor Minus

Rail Motor Plus

Harness Front View(Rail Select Motor)


B A


2-158


(SA 3, SPN 772, MID 130,

SID 39, FMI 5,6)



2. Key Off.


4. Disconnect the TransmissionHarness 38-way connector fromthe Transmission ECU.

5. Measure resistancebetween theTransmission Harness38-way connector pins35 and 37.

If resistance is .3 to 150ohms

Go to Step B.


Go to Step C.


1. Measure resistancebetween theTransmission Harness38-way connector pins35 and ground.


Replace Transmission ECU(Only if Fault Code is Active).Go to Step V.


Go to Step C.


2-159



1. Disconnect 2-way Rail Selectmotor connector from theTransmission Harness.

2. Measure resistancebetween Rail SelectMotor harness 2-wayconnector pins A and Band A to ground.

If resistance between A & B is.3 to 150 ohms and pin A toground is 10K ohms orgreater

Replace TransmissionHarness. Go to Step V.




1. Key off.


3. Key on.








2-160


(SA 3, SPN 773, MID 130,

SID 40, FMI 5,6)

Code 63 (SA 3, SPN 773, MID 130, SID 40, FMI 5,6) Gear Select Motor Fault

Overview

The Electric Shifter contains two electric motors called the Rail and Gear motors. These motors move a shift finger between the various rails which engage the shift rails. Power is supplied from the Transmission Electronic Control Unit (TECU).




• The TECU System Battery Voltage Weak Fault is not active

• The Electric Shifter is not energized and the shift finger is not moving


• FMI 5 and 6 are set when the TECU detects 5 continuous open or short conditions on the Electric Shifter while the motor drive circuit is idle in a 500ms interval.

Possible Causes

• FMI 5, 6


• TECU







• If this fault occurs while moving, the transmission will remain in the current gear position and the clutch will open when the vehicle comes to a stop.



Required Tools


Code 63 (SA 3, SPN 773, MID 130, SID 40, FMI 5,6)Gear Select Motor Fault, continued

2-161




2. Key Off.


4. Disconnect the Transmission Harness 38-way connector from the TransmissionECU.

5. Measure resistance between theTransmission Harness 38-wayconnector pins 36 and 38.

If resistance is .3 to 150ohms

Go to Step B.


Go to Step C.


3738

3536

16

12

1322

23282934

7

TECU

36

38

Gear Select Motor

Gear Motor Minus

Gear Motor Plus

Harness Front View(Gear Select Motor)


B A

Code 63 (SA 3, SPN 773, MID 130, SID 40, FMI 5,6)Gear Select Motor Fault, continued

2-162


(SA 3, SPN 773, MID 130,

SID 40, FMI 5,6)


1. Measure resistancebetween theTransmission Harness38-way connector pin 36and ground.


Replace Transmission ECU(Only if Fault Code is Active).Go to Step V.


Go to Step C.


1. Disconnect 2-way Gear SelectMotor connector from theTransmission Harness.

2. Measure resistancebetween Gear SelectMotor harness 2-wayconnector pins A and Band A to ground.

If resistance between A and Bis .3 to 150 ohms and pin A toground is 10K ohms orgreater





1. Key off.


3. Key on.








2-163


(SA 239, SPN 788, FMI

12,21-28)

Code 64 (SA 239, SPN 788, FMI 12,21-28) ECA Fault

Overview

The Electric Clutch Actuator (ECA) controls the position of the clutch assembly. The ECA has a main power 3-way connector that is directly connected to the 12-volt battery and an 8-way connector that is connected to inputs like the HCM and the Engine Speed Sensor. The ECA communicates with the Hybrid Control Module (HCM) over the proprietary Controller Area Network (CAN) data link to change position, show faults, or include other operation information.



• The ECA Battery Voltage is greater than 7.8 when ignition voltage is greater than 8.5 volts.


• FMI 12 is set for various internal ECA failures.

• FMI 22-28 can be set for excessive motor current, excessive motor temperature, or incorrect motor position.

Possible Causes

• FMI 12

• ECA

• FMI 21-28

• Excessive debris buildup on/around the ECA.

• Damaged exhaust heat shielding near ECA.

• Binding cross-shafts.





• If the fault occurs while driving, the ECA will either maintain current clutch position or move to the last position com-manded by the HCM.

• If the fault occurs at power-up, the vehicle will not crank.



Code 64 (SA 239, SPN 788, FMI 12,21-28)ECA Fault, continued

2-164


(SA 239, SPN 788, FMI

12,21-28)

Required Tools

• Basic Hand Tools• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter• Service Ranger





2. Key off.


4. What FMI’s are present If FMI 12 is listed Replace the ECA. Go to Step V.

If FMI 21-28 are listed Go to Step B.


1. Check the ECA for anydebris build-up, damagedexhaust, or missingexhaust heat shields nearthe ECA.

ECA has no debris build-upor damaged exhaust by theunit

Go to Step C.

ECA has debris build-up orexhaust damage next to theunit

Remove the debris build-up, orrepair the exhaust damage. Go toStep V.

Code 64 (SA 239, SPN 788, FMI 12,21-28)ECA Fault, continued

2-165



1. Disconnect the ECA 8-way and 3-way connectors.

2. Remove the ECA.

Note: For additional informationon ECA removal, see theHybrid Service Manual(TRSM1000).

3. Rotate the cross-shaftsby grabbing the exposedlower cross-shaft androtating it.

If the cross-shafts rotatewithout any binding

Replace the ECA. Go to Step D.

If the cross-shafts bind whenrotated

Replace the cross-shafts andbushings. Go to Step V.


1. Key off.

2. Key on.









2-166


(SA 239, SPN 520203, FMI

2,5)

Code 65 (SA 239, SPN 520203, FMI 2,5) ECA Speed Sensor Fault

Overview

The Electric Clutch Actuator (ECA) controls the position of the clutch assembly. The ECA has a main power 3-way connector that is directly connected to the 12-volt battery and an 8-way connector that is connected to inputs like the Hybrid Control Module (HCM) and the Engine Speed Sensor. The ECA communicates with the HCM over the proprietary Controller Area Network (CAN) data link to change position, show faults, or include other operation information.



• Fault Code 18 or 87 are active


• FMI 2 is set when the HCM detects engine speed at idle, but does not detect ECA engine speed.

• FMI 5 is set when the ECA detects an open on the ECA speed sensor signal circuit at key on.

Possible Causes

• FMI 2, 5

• ECA Speed Sensor

• ECA Speed Sensor harness

• ECA







Required Tools


Code 65 (SA 239, SPN 520203, FMI 2,5)ECA Speed Sensor Fault, continued

2-167




2. What FMI’s are listed? If FMI 5 is listed Go to Step B.


ECA

2G

2F

Speed Sensor

Eng Speed Sensor (-)

Eng Speed Sensor (+)

BA

ABC

ECA 8-Way Connector

E

A B C D

H G F

ECA 3-Way Connector

A B

ECA Speed Sensor (Connect View)



2-168


(SA 239, SPN 520203, FMI

2,5)


1. Check resistance betweenECA 8-way connector pinsF and G

If resistance between ECA 8-way connector pins F and G is 140 -180 ohms

Go to Step C.

If resistance is out of range Repair the open in the sensor orthe harness from the ECA to thesensor. Go to Step V.


1. Key off.

2. Check resistancebetween ECA 8-wayconnector pins F andground

If resistance is 10K or greater Go to Step D.

If resistance is out of range Repair the short to ground in thesensor or the harness from theECA to the sensor. Go to Step V.


1. Key on.

2. Measure voltage fromthe ECA 8-way connectorpin G and ground

If voltage is 0 volts at key onand FMI 5 is active

Replace the ECA (only if FaultCode is active). Go to Step V.

If voltage is 0 volts at key onand FMI 2 is active

Go to Step E.

If voltage is greater than 0volts at key on

Repair the short to power on theECA speed sensor harness. Go toStep V.


1. Key off.

2. Remove the ECA speedsensor and examine thesensor end for signs ofdamage or debris buildup

If the sensor shows nocracks or signs of metallicdebris buildup on the end

Go to Step F.

If the sensor is damaged orhas debris buildup

Replace or clean the ECA sensor.Go to Step V.


2-169



1. Inspect the engineflywheel to ensure thereare no missing ordamaged teeth

If flywheel teeth are all intactand in good condition

Reinstall flywheel sensor until ittouches the flywheel then rotatecounterclockwise 1/2 to 1 fullturn. Tighten jam nut and drivevehicle. If fault returns replacethe sensor. Go to Step V.

If flywheel teeth aredamaged or missing

Concern is with the flywheel.Contact your OEM for repairprocedures.


1. Key off.

2. Key on.









2-170


(SA 239, SPN 520271, FMI

3,4,14)

Code 66 (SA 239, SPN 520271, FMI 3,4,14) ECA Battery Voltage Fault

Overview

The Electric Clutch Actuator (ECA) controls the position of the clutch assembly. The ECA has a main power 3-way connector that is directly connected to the 12-volt battery positive and negative terminals.





• FMI 3 is set when the ECA battery voltage is above 17 volts for 10 ms or greater.

• FMI 4 is set when the ECA battery voltage is below 8.5 volts for 10 ms or greater.

• FMI 14 is set when the ECA battery voltage is below 8.5 volts for 10 ms or greater, but the HCM reports the battery volt-age is within range.

Possible Causes

• FMI 3

• Charging system

• ECA

• FMI 4

• ECA power supply harness, connections, and fuse holder


• Charging system

• ECA

• FMI 14

• ECA power supply harness, connections, and fuse holder



• The red "Stop Hybrid" lamp will display


• If the fault occurs while driving, the ECA will either maintain current clutch position or move to the last position com-manded by the HCM, then the ECA holding device will engage

• If the fault occurs at power-up, the vehicle will not crank


Code 66 (SA 239, SPN 520271, FMI 3,4,14)ECA Battery Voltage Fault, continued

2-171


Required Tools


ECA

1C

Battery

1B

Plus

(+

)

Ground ECA Ground

ECA Power

ABC

ECA 3-Way Connector


Code 66 (SA 239, SPN 520271, FMI 3,4,14)ECA Battery Voltage Fault, continued

2-172


(SA 239, SPN 520271, FMI

3,4,14)



2. Perform Electrical Pretest. If FMI 3 or 4 is active afterperforming the ElectricalPretest

Replace the ECA. Go to Step B.

If FMI 14 is active afterperforming the ElectricalPretest

Replace the ECA power harness.Go to Step V.


1. Key off.

2. Key on.









2-173


(SA 239, SPN 520274, FMI

3,4,5)

Code 67 (SA 239, SPN 520274, FMI 3,4,5) ECA Ignition Voltage Fault

Overview

The Electric Clutch Actuator (ECA) controls the position of the clutch assembly. The ECA has a 8-way connector that supplies ignition power to the ECA from the Hybrid Control Module (HCM).


• The Hybrid Control Module (HCM) ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 3 is set when the ECA ignition voltage is shorted to the 12-volt system which is detected through the HCM prior to powering the ignition supply for the ECA.

• FMI 4 is set when the ECA ignition voltage is shorted to ground during key on operation which is detected by the HCM.

• FMI 5 is set when the ECA ignition voltage is open circuit after the key is on.

Possible Causes

• FMI 3, 4, 5

• ECA ignition supply harness from HCM

• HCM

• ECA





• If the fault occurs while driving, the ECA will either maintain current clutch position or move to the last position com-manded by the HCM, then the ECA holding device will engage

• If the fault occurs at power-up, the vehicle will not crank



Required Tools


Code 67 (SA 239, SPN 520274, FMI 3,4,5)ECA Ignition Voltage Fault, continued

2-174


(SA 239, SPN 520274, FMI

3,4,5)

HCM

ECA

ECA Ignition (System) 13 2H

1C

Battery

1A

1B

Plus

(+

)

Ground

ECA Ignition

ECA Ground

ECA Power

ECA 8-Way Connector

E

A B C D

H G F


37 38

35 36

1 67 12

13 22

23 28

29 34



2-175




2. Key off.





1. Key off.

2. Disconnect the ECA 8-wayconnector.

3. Measure voltage on theECA 8-way connectorfrom pin H to ground.

If voltage is less than 0 volts Replace the HCM. Go to Step V.



1. Key off.

2. Disconnect the ECA 8-wayconnector.

3. Key on.

4. Measure voltage from theECA 8-way connectorfrom pin H to ground.

If voltage from H to ground is11-13 volts

Replace the HCM. Go to Step V.

If voltage is outside of range Go to Step D.


2-176


(SA 239, SPN 520274, FMI

3,4,5)


1. Key off.

2. Disconnect the HCM 38-waySystem Harness connector.

3. Measure the resistancebetween the HCM SystemHarness 38-way connectorpin 13 and ground

If resistance from pin 13to ground is 10K ohms orgreater



Repair the OEM harness from theECA to the HCM. Go to Step V.


1. Key off.

2. Disconnect the HCM 38-way SystemHarness connector.

3. Measure the resistancebetween the HCM SystemHarness 38-way connectorand the ECA 8-way connectoron the following pins:

• HVM pin 13 to ECA pin H

If the resistancebetween pins 13and H is 0-0.3ohms

Replace the ECA (only if Fault Code isActive). Go to Step V.

If resistance isoutside of range

Repair the open in the harness betweenthe ECA and HCM. Go to Step V.


1. Key off.

2. Key on.









2-177


(SA 239, SPN 93, 188, 539, 544, FM

I 0, 1, 2, 7)

Code 70 (SA 239, SPN 93, 188, 539, 544, FMI 0, 1, 2, 7) Engine Failed to Respond Fault (HCM)

Overview

The HCM communicates with the Engine ECM over the J-1939 data link during normal operation to control the engine torque and speed for transmission shifting.



• J-1939 Communication Link Fault (HCM) not active.

• J-1939 Engine Message Fault (HCM) not active.


• FMI 7 is set when the HCM commanded engine torque is less than 80% Max Engine Torque, HCM commanded engine torque is greater than 100 ft. lbs., and the difference between commanded engine torque and engine torque feedback is greater than 80 lb-ft for more than 1 second. Or, if the engine speed or torque maps are received with an error.

Possible Causes

• FMI 7

• Engine

• Fuel System

• Exhaust Back Pressure

• Turbo charger

• Air Intake/Filter Restriction

• Un-reported engine loads

• Incorrect engine configuration settings for transmission assembly




• If the fault is set while driving, the vehicle may experience shifting concerns.


Code 70 (SA 239, SPN 93, 188, 539, 544, FMI 0, 1, 2, 7)Engine Failed to Respond Fault

2-178


(SA 239, SPN 93, 188, 539, 544, FM

I 0, 1, 2, 7)

Required Tools






2. Key on.

3. Retrieve codes. (seepage 1-11).

If code 70 is active Contact the OEM because theengine is failing to respond to theHCM’s command during a shiftor the maps were received inerror.

If code 70 is not active Test complete.

2-179


(SA 3, SPN 520275, MID

130, SID 60, FMI 7)

Code 71 (SA 3, SPN 520275, MID 130, SID 60, FMI 7) Failed to Disengage a Gear Fault

Overview

The Transmission Electronic Control Unit controls the Electric Shifter, which engages the different rails and gear positions. The Electric Shifter is comprised of two electric motors; one changes the rail position and the other changes the gear position.




• The TECU System Battery Voltage Weak Fault is not active.

• TECU J-1939 Communication Link Fault is not active.

• J1939 engine torque is zero ± 5% and J-1939 engine speed is within 50 RPM of synchronous.


• FMI 7 is set when the Electric Shifter fails three consecutive attempts to disengage a gear.

Possible Causes

• FMI 7

• Dragging Clutch

• ECA

• Shift Bar Housing


• Gear Select Sensor

• Yoke, Sliding Clutch, Mainshaft

• TECU

• Torque locked in gear




• If the fault sets while driving, the vehicle will maintain the current gear and the clutch will open when the vehicle comes to a stop.



Code 71 (SA 3, SPN 520275, MID 130, SID 60, FMI 7)Failed to Disengage a Gear Fault,

2-180


(SA 3, SPN 520275, MID

130, SID 60, FMI 7)

Required Tools




Note: The picture above shows the shift forks in the neutral position.


2-181




2. Key on.

3. Depress "N" on the Push ButtonShift Control.

4. Observe Gear Display. If Gear Display shows: “N” Go to Step V.

If Gear Display shows: “71” Go to Step B.


1. Perform the ElectricalPretest.

If no issues found during theElectrical Pretest

Go to Step C.


Repeat Step A.


1. Key off.

2. Remove Electric Shifter fromShift Bar Housing to see whatgear position is currentlyengaged.

3. Attempt to move theengaged rail back toneutral

If rails move from theengaged position to neutral

Go to Step D.

If rails do not move from theengaged position

Attempt to take the torque off thedriveline. If concern is stillpresent, inspect the main casefor a damaged mainshaft, slidingclutch, or fork. Go to Step V.


2-182


(SA 3, SPN 520275, MID

130, SID 60, FMI 7)


1. Key off.

2. Inspect the following:

a. Shift blocks arefastened to shift railssecurely

b. Electric shifter is freefrom any excessivelube contaminationbuildup

c. Two gears positionscan not be engagedat the same time

If no problem found Replace the electric shifter. Go toStep V.

If problem is found Repair as required. Go to Step V.


1. Key off.


3. Key on.








2-183


(SA 3, SPN 520277, MID

130, SID 59, FMI 7)

Code 72 (SA 3, SPN 520277, MID 130, SID 59, FMI 7) Failed to Select Rail Fault

Overview






• This fault may occur at power-up after 15 seconds.


• FMI 7 is set when the Electric Shifter fails five consecutive attempts to engage a particular rail position.

Possible Causes

• FMI 7



• Rail Select Sensor

• TECU




• If the fault sets while driving, the vehicle will continue to select the proper rail position.






Code 72 (SA 3, SPN 520277, MID 130, SID 59, FMI 7)Failed to Select Rail Fault, contin-

2-184


(SA 3, SPN 520277, MID

130, SID 59, FMI 7)




2. Key on.

3. Place Shift Device in Neutral.

4. Depress Service Brake.

5. Select Drive.

6. Observe gear display. If you have an active code72

Go to Step B.

If Gear Display shows solidgear

Go to Step V.


2-185





Go to Step C.


Repeat Step A.


1. Key off.

2. Remove Electric Shifter fromShift Bar Housing.


a. Shift blocks arefastened to shift railssecurely

b. Shift rails move intoeach gear position

c. Electric shifter is freefrom any excessivelube contaminationbuildup

d. Two gear positionscan not be engagedat the same time

If no problem found Replace the Electric Shifter. Go toStep V.



2-186


(SA 3, SPN 520277, MID

130, SID 59, FMI 7)


1. Key off.


3. Key on.








2-187


(SA 3, SPN 520278, MID

130, SID 58, FMI 7)

Code 73 (SA 3, SPN 520278, MID 130, SID 58, FMI 7) Failed to Engage a Gear Fault

Overview







• FMI 7 is set when the Electric Shifter fails five consecutive attempts to engage a particular gear position.

Possible Causes

• FMI 7

• Dragging Clutch

• ECA




• Yoke, Sliding Clutch, Mainshaft

• TECU




• If the fault sets while driving, the vehicle will maintain the current position.



Required Tools


Code 73 (SA 3, SPN 520278, MID 130, SID 58, FMI 7)Failed to Engage a Gear Fault, con-

2-188


(SA 3, SPN 520278, MID

130, SID 58, FMI 7)





2-189




2. Key on.

3. Place Shift Device in Neutral.

4. Depress Service Brake.

5. Select Drive.

6. Observe gear display. If you have an active code73

Go to Step B.

If Gear Display shows solidgear

Go to Step V.




Go to Step C.


Repeat Step A.


1. Key off.



a. Shift Blocks arefastened to shift railssecurely

b. Electric Shifter is freefrom any excessivelube contaminationbuildup

c. Two gear positionscan not be engagedat the same time

If no problem is found Replace the Electric Shifter. Go toStep V.



2-190


(SA 3, SPN 520278, MID

130, SID 58, FMI 7)


1. Key off.


3. Key on.








2-191


(SA 3, SPN 93, 190, MID

130, PID 93,190, FMI 7)

Code 74 (SA 3, SPN 93, 190, MID 130, PID 93,190, FMI 7) Engine Failed to Respond Fault (TECU)

Overview

The Transmission Electronic Control Unit (TECU) communicates with the Engine ECM over the J-1939 data link during normal operation, however, engine control is accomplished by the engine Engine Control Module (ECM) during Hybrid mode. The TECU changes the mode to AutoShift Only or AutoShift Fallback mode. Then the TECU is directly requesting changes in engine speed and torque instead of the Hybrid Control Module (HCM).



• J-1939 Communication Link Fault (TECU) not active.

• J-1939 Engine Message Fault (TECU) not active.

• J-1939 engine speed is greater than 300 RPM if the TECU is in speed control mode, or greater than 1000 RPM if the TECU is in torque control mode.

• Desired Engine Speed is less than J-1939 engine configuration map speed.


• FMI 7 is set when the difference between actual engine percent torque and desired engine percent torque is greater than 50 for 2 continuous seconds, or when the difference between desired engine speed and actual engine speed is greater than 400 RPM for four continuous seconds.

Possible Causes

• FMI 7

• Engine

• Fuel System

• Exhaust Back Pressure

• Turbo charger

• Air Intake/Filter Restriction

• Un-reported engine loads

• Incorrect engine configuration settings for transmission assembly




• If the fault sets while driving, the vehicle will remain in the current gear position. Once the vehicle is stopped, start and reverse gears can be engaged.

• TECU changes to "Autoshift Fallback" mode.

Code 74 (SA 3, SPN 93, 190, MID 130, PID 93,190, FMI 7)Engine Failed to Respond

2-192


(SA 3, SPN 93, 190, MID

130, PID 93,190, FMI 7)


Required Tools






2. Key on.

3. Retrieve codes. (seepage 1-11).

If code 74 is active Contact the OEM because theengine is failing to respond to thetransmissions command duringa shift.

If code 74 is not active Test complete.

2-193


(SA 3, SPN 520276, MID

130, SID 60, FMI 14)

Code 75 (SA 3, SPN 520276, MID 130, SID 60, FMI 14) Power Down in Gear Fault

OverviewThe Push Button Shift Control (PBSC) is connected to the Transmission Electronic Control Unit (TECU) over the High Integrity Link (HIL) to communicate driver mode selection and fault status. At power-down the PBSC should be placed in "N" to perform the proper calibration sequence and to prevent a torque locked transmission.

Conditions to Run Fault• The TECU ignition voltage is greater than 7 volts and less than 16 volts.

• The PBSC ignition voltage is greater than 7 volts and less than 16 volts.

Conditions to Set Fault• FMI 14 is set when the TECU goes into the power-down sequence and a drive mode selection other than "N" is con-

firmed.


• Driver powered down in Non-neutral mode


• Fault is stored in TECU memory only as an Inactive fault, since it only sets during the power-down sequence.



Required Tools



Code 75 (SA 3, SPN 520276, MID 130, SID 60, FMI 14)Power Down in Gear Fault, contin-

2-194


(SA 3, SPN 520276, MID

130, SID 60, FMI 14)


1. Retrieve active fault codesand FMI’s withServiceRanger using the 9-pin diagnostic connector.

2. Key on.

3. Retrieve Codes (seepage 1-11).

If code 75 is inactive No action necessary, this code indicates thedriver powered down the system prior toselecting neutral.

Explain to driver, "N" must be selected on thePush Button Shift Control before poweringdown to prevent a stuck in gear situation and/or a power-up no crank situation.

2-195


(SA 239, SPN 520250, FMI

3,4,16,18)

Code 76 (SA 239, SPN 520250, FMI 3,4,16,18) High Voltage Battery 1 Potential Voltage Fault

Overview

The High-Voltage Batteries are 172 volts each connected in series to produce 340 volts DC. The Battery Control Unit located in the Relay Box communicates with each battery to determine temperature, SOC, and voltage. This information is then sent to the Inverter.



• The Battery Control Unit ignition voltage is greater than 7 volts and less than 16 volts.


• FMI 3 is set when the BCU detects the high-voltage battery is greater than 417 volts for 240 ms.


• FMI 4 is set when the BCU detects the high-voltage battery is less than 211 volts for 240 ms.


Note: When troubleshooting an inactive code refer to the "Product Diagnostic Mode (PDM)." See page 16.

Possible Causes

• FMI 3, 4

• PEC

• DC cable

• DC interlock loop

• Inverter

• Service switch

• Inertia Switch



• The amber "Check Hybrid" lamp will blink for FMI 4 and display solid for FMI 3


• Inverter shuts high-voltage system off



Code 76 (SA 239, SPN 520250, FMI 3,4,16,18)High Voltage Battery 1 Potential Voltage

2-196


(SA 239, SPN 520250, FMI

3,4,16,18)












HAZARDOUS VOLTAGE


2-197


Check to see if the red "Service Switch" on the front of the PEC is pulled out. If the switch is pushed in pull the switch out and turn the ignition key off. After 2 minutes turn the ignition key on.


1. Key off.

2. Key on.


4. Key off.

5.Follow "Hybrid ShutdownProcedure," found at front of thebook, to avoid shock, burn, or deathfrom improperly handled high-voltage.

6. What FMI’s are present If Fault Code 76 is listed withan active Fault Code 101 FMI27, 28

Go to procedure for Fault Code101 FMI 27 or 28.

If Fault Code 76 is listed withan active Fault Code 101 FMI29

Go to procedure for Fault Code101 FMI 29

If Fault Code 76 FMI 3 or 4 arelisted with no other activeHybrid Fault Codes

Contact Eaton at 1-800-826-HELP (4357).

If Fault Code 76 FMI 3 or 4 arelisted with other active HybridFault Codes

Go to procedure for activeHybrid Fault Code(s).

If Fault Code 76 FMI 16 or 18are listed

Test complete. FMI’s 16 and 18require no action orreplacement.

IMPORTANT

WARNING


2-198


(SA 239, SPN 520250, FMI

3,4,16,18)


1. Key off.

2. Key on.









2-199


(SA 239, SPN 520262, FMI

3,4,16,18)

Code 77 (SA 239, SPN 520262, FMI 3,4,16,18) High Voltage Battery 2 Potential Voltage Fault

Overview











Possible Causes

• FMI 3, 4

• PEC

• DC cable

• DC interlock loop

• Inverter

• Service switch

• Inertia switch



• The amber "Check Hybrid" lamp will blink for FMI 4 and display solid for FMI 3






2-200


(SA 239, SPN 520262, FMI

3,4,16,18)



Required Tools










HAZARDOUS VOLTAGE



2-201




1. Key off.

2. Key on.


4. Key off.


6. What FMI’s are present If Fault Code 77 is listed withan active Fault Code 102 FMI27 or 28

Go to procedure for Fault Code102 FMI 27 or 28.

If Fault Code 77 is listed withan active Fault Code 102 FMI29

Go to procedure for Fault Code102 FMI 29.

If Fault Code 77, FMI 3 or 4are listed with no otheractive Hybrid Fault Codes


If Fault Code 77, FMI 3 or 4are listed with other activeHybrid Fault Codes


If Fault Code 77, FMI 16 or18 are listed


IMPORTANT

WARNING


2-202


(SA 239, SPN 520262, FMI

3,4,16,18)


1. Key off.

2. Key on.









2-203


(SA 239, SPN 520232, FMI

6)

Code 78 (SA 239, SPN 520232, FMI 6) High Voltage Battery 1 Current Fault

Overview

The High-Voltage Batteries are 172 volts each connected in series to produce 340 volts DC. The Battery Control Unit (BCU) located in the Relay Box communicates with each battery to determine temperature, SOC, and voltage. This information is then sent to the Inverter.





• FMI 6 is set when the BCU detects high-voltage battery current is greater than 200 amps for 1 second.

Possible Causes

• FMI 6

• PEC










Required Tools


Code 78 (SA 239, SPN 520232, FMI 6)High Voltage Battery 1 Current Fault, continued

2-204


(SA 239, SPN 520232, FMI

6)










2. Key off.


4. What Faults are present If Fault Code 78 is listed withan active Fault Code 113

Go to procedure for Fault Code113, FMI 6.

If Fault Code 78 is listed withno Fault Code 113




HAZARDOUS VOLTAGE

WARNING


2-205



1. Key off.

2. Key on.









2-206


(SA 239, SPN 520263, FMI

6)

Code 79 (SA 239, SPN 520263, FMI 6) High Voltage Battery 2 Current Fault

Overview

The High-Voltage Batteries are 172 volts each connected in series to produce 340 volts DC. The Battery Control Unit (BCU) located in the Relay Box communicates with each battery to determine temperature, SOC, and voltage. This information is then sent to the Inverter.





• FMI 6 is set when the BCU detects high-voltage battery current is greater than 200 amps for 1 second.

Possible Causes

• FMI 6

• PEC










Required Tools



2-207











2. Key off.


4. What Faults are present If Fault Code 79 is listed withan active Fault Code 113

Go to procedure for Fault Code113 FMI 6.

If Fault Code 79 is listed withno active Fault Code 113



HAZARDOUS VOLTAGE


WARNING


2-208


(SA 239, SPN 520263, FMI

6)


1. Key off.

2. Key on.









2-209


(SA 239, SPN 1800, FMI

0,16)

Code 82 (SA 239, SPN 1800, FMI 0,16) High Voltage Battery 1 Temperature Fault

Overview




• The Battery Control Unit ignition voltage is greater than 7 volts.


• FMI 0 is set when the BCU detects high-voltage battery temperature is greater than 70°C for 6.4 seconds.


Possible Causes

• FMI 0

• PEC

• Battery Fan

• Battery Fan Air Filter

• Battery Fan Relay power supply harness


• Battery Fan Exhaust Screen








Note: The conditions above are only present for FMI 0.



Code 82 (SA 239, SPN 1800, FMI 0,16)High Voltage Battery 1 Temperature Fault, contin-

2-210


(SA 239, SPN 1800, FMI

0,16)

Required Tools










HAZARDOUS VOLTAGE


2-211


HCM

30

86

8785

26 86

87

85

30

Battery Fan


Battery FanRelay

12V Truck Battery

12V

Plus

4Battery Fan Return

PEC

12

Ground14

Battery Fan Supply

Cooling Fan Plus

Cooling Fan Minus


37 38

35 36

1 67 12

13 22

23 28

29 34


19 - Way Mating Connector View (PEC - Low Voltage Connector)

8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19


2-212


(SA 239, SPN 1800, FMI

0,16)



2. Key off.


4. What Faults are present. If Fault Code 82 FMI 0 islisted

Go to Step B.

If Fault Code 82 FMI 16 islisted

Test complete. FMI 16 requiresno action or replacement.


1. Remove and inspect theAir filter on the PEC inletand the exhaust screen onthe PEC outlet.


Go to Step C.


Replace the Air Filter and cleanthe Exhaust Screen. Go to StepV.


1. Key off.


3. Key on.

4. Go to "Product Tests" and selectBattery Fan Relay.


If airflow can be felt fromthe PEC air inlet andexhaust

Go to Step E.


Go to Step D.

WARNING


2-213



1. Key on.






Repair Battery Fan Relaycircuit. Refer to OEM.


1. Is fault code 105 FMI 29listed active

Fault code 105 FMI 29 isactive


Fault code 105 FMI 29 isnot active

Using ServiceRanger go to"Advanced Product Functions"menu and select the HCM option.Download the Snapshot file andcontact Eaton at 1-800-826-HELP (4357).


1. Key off.


3. Key on.








2-214


(SA 3, SPN 751, SID/PID 18 FM

I 12,13)

Code 83 (SA 3, SPN 751, SID/PID 18 FMI 12,13) Invalid Shifter Range

Overview

The Transmission Electronic Control Unit (TECU) is connected to the shift device, which sends driver mode selection data. The only compatible shift devices are the Eaton® Push Button Shift Control (PBSC) and OEM supplied shift lever (if equipped with park). The TECU checks the vehicle for the type of shift device during the first power-up.






• Fault Code 83 is set when redundant sensor voltages do not agree.

Possible Causes

• Faulty Sensors

• Harness

• TECU



• A "F" will show in the gear display


• TECU changes to "AutoShift" control

• The engine will not crank



Required Tools• Basic Hand Tools

• Eaton Test Adapter Kit

• Digital Volt/Ohm Meter

• ServiceRanger

Code 83 (SA 3, SPN 751, SID/PID 18 FMI 12,13)Invalid Shifter Range, continued

2-215










HAZARDOUS VOLTAGE


2-216



I 12,13)


1. Disconnect the 4-way connectorto the park pawl actuator.

2. Key on.

3. Check for 12V supply at4-pin connector at pins 1and 2.

If voltage between pins 1 and2 is +/- 0.2 volts of batteryvoltage

Go to Step B.

If voltage is outside the range Go to Step D.


3738

3536

16

12

1322

23282934

7


Park PawlActuator

3

1

4

2

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

17

16

15

31





TECU

2

3

4

1



2-217



1. With the actuator/shiftlever in the Neutralposition check voltage onpins:

• 3 to ground

• 4 to ground

If voltage is between 2.25Vand 2.75 V

Go to Step C.

If voltage is outside the range Replace Sensor. Go to Step V.
















2-218



I 12,13)


1. Key off.


3. Key on

4. Clear Codes







2-219


(SA 3, SPN 751, MID 130,

SID 18, FMI 13,14)

Code 84 (SA 3, SPN 751, MID 130, SID 18, FMI 13,14) Shift Control Device Not Configured Fault

Overview

The Transmission Electronic Control Unit (TECU) is connected to the shift device, which sends driver mode selection data. The only compatible shift device is the Eaton® Push Button Shift Control (PBSC) and OEM supplied shift lever (if equipped with park). The TECU checks the vehicle for the type of shift device during the first power-up.

Note: This fault code will only be set active.






• FMI 13 is set when the TECU powers-up the first time and fails to recognize any valid shift device connected to the vehi-cle within five seconds.

Possible Causes

FMI 13

• OEM Wiring Harness between TECU and shift control device is disconnected

• PBSC

FMI 14

• OEM Wiring Harness between TECU and shift control device is disconnected

• Shift Lever



• The "Service" lamp may or may not come on depending on the failure.


• TECU changes to "AutoShift Fallback" mode.

• The engine will not crank.



Code 84 (SA 3, SPN 751, MID 130, SID 18, FMI 13,14)Shift Control Device Not Config-

2-220


(SA 3, SPN 751, MID 130,

SID 18, FMI 13,14)

Required Tools



3738

3536

16

12

1322

23282934

7

Harness Front View(Push Button Shift Control 30-Way Connector)

ABCDEFGHJK

1

2

3

A1

A3

K1

K3

TECU PBSC

28

27 F2

F1

31

25 J3

C1

B3

HIL High

HIL Low

Shift Power (Plus)


HIL High

HIL Low

Shift Power (Plus)


VDash Dimmer


Shift LeverController

3

1

4

2

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

Park Pawl Actuator

17

16

15

31





TECU

2

3

4

1



2-221




2. Key on and observe thePush Button "Service"lamp

If red "Service" lamp comeson

Go to Step B.

If red "Service" lamp does notturn on

Go to Step C.

If FMI 14 is present Call 1-800-826-HELP (4357). Goto Step V.


1. Key off and on whileobserving the greenmode lamps on the PBSC

If green "Mode" lamps turnon

Go to Step F.

If green "Mode" lamps do notturn on

Replace PBSC. Go to Step V.


1. Key off.

2. Disconnect the PBSC 30-wayconnector

3. Key on.

4. Measure the voltagebetween pins J3 and C1on the 30-way connector

If voltage is within 0.6 voltsof battery voltage

Replace the PBSC. Go to Step V.

If voltage is out of range Go to Step D.


2-222


(SA 3, SPN 751, MID 130,

SID 18, FMI 13,14)


1. Key off.


3. Disconnect vehicle harness 38-way connector.

4. Measure the resistancebetween pin J3 on theshift control 30-wayconnector and the pin 25on the vehicle harness 38-way connector

If resistance between pins J3and pin 25 is 0-0.3 ohms

Go to Step E.

If resistance is out of range Repair the vehicle harnessbetween the PBSC and thetransmission ECU. Go to Step V.


1. Key off.



4. Measure the resistancebetween the following:

a. Pin C1 on the shiftcontrol 30-wayconnector and pin31 on the vehicleharness 38-wayconnector

b. Pin C1 on the shiftcontrol and ground

If resistance between pins C1and pin 25 is 0-0.3 ohms andresistance between pin C1 andground is 10K ohms or greater

Replace the Transmission ECU(only if fault code is active). Goto Step V.



2-223



1. Key off.

2. Disconnect the shift control 30-way connector

3. Key on.

4. Measure the AC voltagebetween pins F1 and F2

Note: Make sure the meter is onthe AC auto feature or setto the AC 10 volts scale

If voltage is 0.10 volts AC orgreater

Replace the push button shiftcontrol (PBSC). Go to Step V.

If voltage is 0.10 volts AC orless

Go to Step G.


1. Key off.




c. Pin F1 on the shiftcontrol 30-wayconnector and pin28 on the vehicleharness 38-wayconnector

d. Pin F1 on the shiftcontrol 30-wayconnector andground

If resistance between pins F1and pin 28 is 0-0.3 ohms andresistance between pin F1 andground is 10K ohms or greater

Go to Step H.



2-224


(SA 3, SPN 751, MID 130,

SID 18, FMI 13,14)


1. Key off.




e. Pin F2 on the shiftcontrol 30-wayconnector and pin27 on the vehicleharness 38-wayconnector

f. Pin F2 on the shiftcontrol 30-wayconnector andground

If resistance between pins F2and pin 27 is 0-0.3 ohms andresistance between pin F2 andground is 10K ohms or greater

Replace the Transmission ECU.Go to Step V.



1. Key off.


3. Key on.








2-225


(SA 3, SPN 639, MID 130,

SID 18, FMI 12)

Code 85 (SA 3, SPN 639, MID 130, SID 18, FMI 12) Shift Control Device Incompatible FaultOverviewThe Transmission Electronic Control Unit (TECU) is connected to the shift device, which sends driver mode selection data. The TECU checks the vehicle for the type of PBSC device during the first power-up to determine, if a compatible model is being used.

Conditions to Run Fault• The TECU ignition voltage is greater than 7 volts and less than 16 volts.


• The HIL Link Fault is not active.

Conditions to Set Fault• FMI 12 is set anytime the TECU powers-up and detects a non-compatible shift control device, or it does not receive a

component I.D. ten seconds after power-up.


• Shift Control Device


• Fault is stored in TECU memory• TECU changes to "AutoShift Fallback" mode• The engine will not crank.

Conditions to Clear the FaultOnly inactive faults can be cleared from the TECU or HCM history using ServiceRanger. The TECU will automatically clear the faults from history after 200 hours and the HCM will automatically clear the faults from history after 200 hours of the fault staying inactive.



Code 85 (SA 3, SPN 639, MID 130, SID 18, FMI 12)Shift Control Device Incompatible

2-226


(SA 3, SPN 639, MID 130,

SID 18, FMI 12)



2. Select the Roadranger Configurationsmenu and view the Transmission selection.

3. View the Pushbutton Type field for one ofthe following options:

• EARNDM = Used with EH-8E306A-UPG transmissions (shown ontransmission tag)

• ERNDM = Used with EH-8E306A-UPtransmissions (shown ontransmission tag)

• RNDML = Used with EH-8E306A-CDand EH-8E306A-U transmissions(shown on transmission tag)

If the PushbuttonType field matches thepushbutton installedin the vehicle

Go to Step B.

If the PushbuttonType field does notmatch the pushbuttoninstalled in the vehicle

Change the Pushbutton TypeField or Pushbutton to matchthe transmission modelnumber shown on thetransmission tag. Use StepA.3. to determine correctpushbutton for each model.

Code 85 (SA 3, SPN 639, MID 130, SID 18, FMI 12)Shift Control Device Incompatible

2-227



1. View the Hybrid Control Module selectionunder the Roadranger Configurationsoption in ServiceRanger.

2. View the System Configuration field forone of the following options:

• UPG = Used in EH-8E306A-UPGtransmission

• UP = Used in EH-8E306A-UPtransmissions

• CD or U = Used in EH-8E306A-CDand EH-8E306A-U transmissions

3. Compare the HCM System Configurationsselection to the TECU Pushbutton Typeselection.

If HCM SystemConfiguration andTECU Pushbutton Typeare the same


If HCM SystemConfiguration andTECU Pushbutton Typeare different

Install a HCM with the correctconfiguration to match thetransmission tag. Go to Step V.


1. Key off.


3. Key on.








2-228


(SA 239, SPN 1801, FMI

0,16)

Code 86 (SA 239, SPN 1801, FMI 0,16) High Voltage Battery 2 Temperature Fault

Overview

The High-Voltage Batteries are 172 volts each connected in series to produce 340 volts DC. The Battery Control Unit, located in the Relay Box, communicates with each battery to determine temperature, SOC, and voltage. This information is then sent to the Inverter.



• The Battery Control Unit ignition voltage is greater than 7 volts.




Possible Causes

• FMI 0

• PEC

• Battery Fan

• Battery Fan Air Filter

• Battery Fan Relay Power Supply Harness


• Battery Fan Exhaust Screen





• Inverter shuts high-voltage system off.



Note: The conditions above are only present for FMI 0.




2-229


Required Tools

• Basic Hand Tools• High-Voltage Gloves (J-48603)• Lock-Out Bracket (J-48506)• Lock-Out Tags • Eaton® Test Adapter Kit (J-43318)• Digital Volt/Ohm Meter (J-46708)• ServiceRanger









HAZARDOUS VOLTAGE


2-230


(SA 239, SPN 1801, FMI

0,16)

HCM

30

86

8785

26 86

87

85

30

Battery Fan


Battery FanRelay

12V Truck Battery

12V

Plus

4Battery Fan Return

PEC

12

Ground14

Battery Fan Supply

Cooling Fan Plus

Cooling Fan Minus


37 38

35 36

1 67 12

13 22

23 28

29 34



8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19


2-231




2. Key off.


4. What Faults are present If Fault Code 86 FMI 0 islisted

Go to Step B.


Test complete. FMI 16 requiresno action or replacement.


1. Remove and inspect theAir filter on the PEC inletand the exhaust screen onthe PEC outlet.


Go to Step C.


Replace the air filter and cleanthe exhaust screen. Go to StepV.


1. Key off.


3. Key on.

4. Go to "Product Tests" and selectBattery Fan Relay.


If airflow can be felt fromthe PEC air inlet andexhaust

Go to Step E.


Go to Step D.

WARNING


2-232


(SA 239, SPN 1801, FMI

0,16)


1. Key on.






Repair Battery Fan Relaycircuit. Refer to OEM.


1. Is fault code 106 FMI 29 listedactive?

If fault code 106 FMI 29 isactive


If fault code 106 FMI 29 isnot active

Using ServiceRanger go to theAdvanced Product Functionsmenu and select the HCM option.Download the Snapshot file andcontact Eaton at 1-800-826-HELP (4357).


1. Key off.


3. Key on.








2-233


(SA 239, SPN 520273, FMI

9, 2)

Code 87 (SA 239, SPN 520273, FMI 9, 2) CAN ECA Message Fault (HCM)

Overview

Controller Area Network (CAN) is a high-speed twisted pair 500K proprietary data link with one 120 ohm resistor at each end of the link. The Hybrid Control Module (HCM) is connected to the CAN data link at the 38-way connector. This link is used to trans-mit information to the HCM as well as communicate or receive data from the other modules on the network like the Electric Clutch Actuator (ECA).



• The HCM CAN Communication Link Fault is not active.


• FMI 9 is set when the HCM fails to receive ECA data (like clutch position) for 30 consecutive messages or greater, and it is still communicating with other modules on CAN.


Possible Causes

• FMI 9

• CAN data link

• ECA



• The red 'Stop Hybrid" lamp will display.





• If the fault occurs while driving, the ECA will either maintain current clutch position or move to the last position com-manded by the HCM.




Required Tools

• Basic Hand Tools

Code 87 (SA 239, SPN 520273, FMI 9, 2)CAN ECA Message Fault (HCM), continued

2-234


(SA 239, SPN 520273, FMI

9, 2)

• Eaton® Test Adapter Kit• Digital Volt/Ohm Meter• ServiceRanger



2. Perform Electrical Pretest If no issues found during theElectrical Pretest

Go to Step B.


Go to Step V.

27

28

2B

2A

HCM ECA


CAN - Low (Vehicle)

CAN - High

CAN - Low

ECA 8-Way Connector

E

A B C D

H G F


37 38

35 36

1 67 12

13 22

23 28

29 34


Code 87 (SA 239, SPN 520273, FMI 9, 2)CAN ECA Message Fault (HCM), continued

2-235



1. Key off.


3. Disconnect ECA 8-wayconnector.

4. Measure resistancebetween ECA 8-wayconnector pins A and B.


If resistance between pin Aand B is between 50-70ohms

Replace ECA. Go to Step V.


Repair CAN data link Harness.Go to Step V.


1. Key off.


3. Key on.








2-236


(SA 239, SPN 520223, FMI

9, 2)

Code 88 (SA 239, SPN 520223, FMI 9, 2) CAN Inverter Message Fault (HCM)

Overview

The Inverter communicates with the Battery Control Unit (BCU) located in the Power Electronics Carrier (PEC) and the Hybrid Control Module (HCM) on the Controller Area Network (CAN) high-speed proprietary data link. The data link is a two wire twisted pair with two 120 ohm resistors located in the link.



• The HCM CAN data link fault is not active.


• FMI 9 is set when the HCM has not received a Inverter message for 30 consecutive message cycles.

Possible Causes

• FMI 9

• Inverter

• CAN data link










Required Tools


Code 88 (SA 239, SPN 520223, FMI 9, 2)CAN Inverter Message Fault (HCM), continued

2-237




2. Perform Electrical Pretestand Hybrid ElectricalPretest.

If no issues are found duringthe Hybrid Electrical Pretest

Go to Step B.

If issue was repaired duringthe Hybrid Electrical Pretest

Go to Step V.

27

28

27

13

HCM Inverter


CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

1 67 12

13 22

23 28

29 34

14

28

42

56

1

15

29

43

Inverter 56-Way Mating Connector View


Code 88 (SA 239, SPN 520223, FMI 9, 2)CAN Inverter Message Fault (HCM), continued

2-238


(SA 239, SPN 520223, FMI

9, 2)


1. Key off.

2.Follow "Hybrid ShutdownProcedure," found at front of book,to avoid shock, burn, or death fromimproperly handled high-voltage.

3. Disconnect Inverter 56-wayconnector.

4. Measure resistancebetween Inverter 56-wayconnector pins 27 and 13.

Note: Make sure the volt/ohmmeter is on the properscale (around 200 ohmscale).

Note: Gently flex the Inverter 56-way connector harnessnear the connector whilemonitoring the resistancevalues.

If resistance between pin 27and 13 is between 50-70ohms

Replace Inverter. Go to Step V.


Repair CAN data link Harness.Go to Step V.


1. Key off.


3. Key on.








WARNING

2-239


(SA 239, SPN 1800, FMI 9,

2)

Code 89 (SA 239, SPN 1800, FMI 9, 2) CAN BCU 1 Message Fault (HCM)

Overview

The Hybrid Control Module (HCM) communicate with the Inverter communicates with the Battery Control Unit (BCU) located in the Power Electronics Carrier (PEC) and the HCM on the Controller Area Network (CAN) high-speed proprietary data link. The data link is a two wire twisted pair with two 120 ohm resistors located in the link.





• FMI 9 is set when the HCM has not received a BCU 1 message for 30 consecutive message cycles.

Possible Causes

• FMI 9

• Inverter

• CAN data link from PEC to Inverter

• PEC

Fallback Mode When Faults is Set









Required Tools



Code 89 (SA 239, SPN 1800, FMI 9, 2)CAN BCU 1 Message Fault (HCM), continued

2-240


(SA 239, SPN 1800, FMI 9,

2)





Go to Step B.


Go to Step V.

27

28

27

13

HCM Inverter


CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

1 67 12

13 22

23 28

29 34

PEC Harness Connector View (Deutsch 19 - Way)

8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19

28

14

2

1

PEC

CAN - High

CAN - Low


14

28

42

56

1

15

29

43



2-241



1. Key off.

2. Follow "Hybrid ShutdownProcedure" found at front of book, toavoid shock, burn, or death fromimproperly handled high-voltage.

3. Disconnect PEC 19-way connector.

4. Measure resistance betweenPEC 19-way connector pins1 and 2.

Note: Make sure the volt/ohmmeter is on the proper scale(around 200 ohm scale)

Note: Gently flex the Inverter 56-way connector harness nearthe connector whilemonitoring the resistancevalues.

If resistance between pin 1 and 2is between 50-70 ohms

Replace PEC. Go to Step V.

If resistance is outside of range Go to Step C.



2. Measure resistance between:

• Inverter 56-way connectorpin 28 and PEC 19-wayconnector pin 2.

• Inverter 56-wayconnector pin 14and PEC 19-wayconnector 1.

Note: Make sure the volt/ohmmeter is on the properscale (around 200 ohmscale)

If resistance between pin 28and 2 is between 0-0.2 ohms,and resistance between 14and 1 is between 0-0.2 ohms



Repair CAN data link Harnessbetween Inverter and PEC. Go toStep V.


2-242


(SA 239, SPN 1800, FMI 9,

2)


1. Key off.


3. Key on.








2-243


(SA 239, SPN 1801, FMI 9,

2)

Code 90 (SA 239, SPN 1801, FMI 9, 2) CAN BCU 2 Message Fault (HCM)

Overview

The Hybrid Control Module (HCM) communicate with the Inverter communicates with the Battery Control Unit (BCU) located in the Power Electronics Carrier (PEC) and the HCM on the Controller Area Network (CAN) high-speed proprietary data link. The data link is a two wire twisted pair with two 120 ohm resistors located in the link.





• FMI 9 is set when the HCM has not received an BCU 2 message for 30 consecutive message cycles.

Possible Causes

• FMI 9

• Inverter

• PEC

• CAN data link from PEC to Inverter










Required Tools


Code 90 (SA 239, SPN 1801, FMI 9, 2) CAN BCU 2 Message Fault (HCM), continued

2-244


(SA 239, SPN 1801, FMI 9,

2)





Go to Step B.


Go to Step V.

27

28

27

13

HCM Inverter


CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

1 67 12

13 22

23 28

29 34

PEC Connector View (Deutsch 19 - Way)

8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19

28

14

2

1

PEC

CAN - High

CAN - Low


14

28

42

56

1

15

29

43



2-245



1. Key off.

2. Follow "Hybrid ShutdownProcedure" found at front of book, toavoid shock, burn, or death fromimproperly handled high-voltage.

3. Disconnect the PEC 19-wayconnector.

4. Measure the resistancebetween PEC 19-wayconnector pins 1 and 2.





Go to Step C.


2-246


(SA 239, SPN 1801, FMI 9,

2)



2. Measure resistance between:

• Inverter 56-way connectorpin 28 and PEC 19-wayconnector pin 2.

• Inverter 56-wayconnector pin 14and PEC 19-wayconnector 1.


Note: Gently flex the Inverter 56-way connector harnessnear the connector whilemonitoring the resistancevalues.

If resistance between pin 28and 2 is between 0-0.2 ohms,and resistance between 14and 1 is between 0-0.2 ohms



Repair CAN data link Harnessbetween Inverter and PEC. Go toStep V.


1. Key off.


3. Key on.









2-247


2-248


(SA 121, SPN 520283, FMI

9)

Code 91 (SA 121, SPN 520283, FMI 9) APG Unit 1 - CAN Fault

Overview

The Auxiliary Power Generator (APG) is a 5kW/5kVA DC/AC inverter that is connected to the high voltage DC bus of the Eaton Hybrid electric vehicle system, and generates 60Hz single-phase 120V AC power for utility applications. The Controller Area Net-work (CAN) is a high-speed twisted pair 500K proprietary data link that connects the HCM to the Electric Clutch Actuator (ECA), Battery Control Module, Inverter and APG. The link contains one 120 ohm resistor at each end. The link is used to transmit infor-mation specific to clutch position or power electronics operations.



• The HCM data link fault (FC60) is not active.


• FMI 9 is set if communication from the APG unit is not received for 7.5 seconds and it is expected to be received based on the configuration settings: Vehicle Type = UPG and Number of APG's.

Possible Causes

• FMI 9

• CAN data link near APG

• APG





• If the fault sets at command on the APG will remain off

• If the fault sets during operation the APG will shut off



Required Tools

• Basic Hand Tools• High-Voltage Gloves J-48603• Lock-Out Bracket J-48506• Lock-Out Tags • Digital Volt/Ohm Meter J-46708• ServiceRanger

Code 91 (SA 121, SPN 520283, FMI 9)APG Unit 1 - CAN Fault, continued

2-249










HAZARDOUS VOLTAGE

APG 8-way low-voltage harness connector

234

8

67

1

5

AF

J

E

G

H

DC

B

9-pin diagnostic connector


2-250


(SA 121, SPN 520283, FMI

9)



2. Key off.

3.Follow the "Hybrid ShutdownProcedure" found at front of book, toavoid shock, burn, or death fromimproperly handled high-voltage.

4. What FMI’s are present If FMI 9 is active Go to Step B.


1. Measure the resistance betweenthe following:

• Diagnostic 9-pin connectorpins H and J

• 2-way data link connectorpins 1 and 2

• 3-way data link connectorpins A and B

Note: The 3-way and 2-way data linkconnectors are located next tothe 9-pin diagnostic connector


If the resistance between pinH and J, A and B, or 1 and 2is between 50 to 70 ohms Go to Step C.

If the resistance is more than70 ohms

One or more of the terminatingresistors on the CAN data linkharness is either missing or outof range, or there is an open inthe link. Repair the OEM CANdata link Harness. Go to Step V.

If the resistance is less than50 ohms


WARNING


2-251



1. Key off.

2. Disconnect the negative batterycable.

3. Disconnect the APG 8-wayconnector at the APG

4. Measure the resistance betweenAPG 8-way connector pins 4 and5


If the resistance between pins4 and 5 is between 110-130ohms

Replace the APG Inverter. Go toStep V.




1. Key off.

2. Reconnect all connectors

3. Follow the "High-Voltage ServicePower Up Procedure"

4. Key on

5. Operate the APG and attempt toreset the code






2-252


(SA 239, SPN 520249, FMI

3,4)

Code 95 (SA 239, SPN 520249, FMI 3,4) 12-Volt Cranking Relay Fault

OverviewThe 12-volt Cranking Relay is wired into the Hybrid Control Module (HCM) on the coil side of the relay. At key on, the HCM deter-mines the starting method (High-Voltage Motor/Generator, or Engine Starter) to use. If the HCM uses the Motor/Generator to start the engine, the clutch is closed, the 12-volt cranking relay is de-energized, which disconnects the main battery power sup-ply to the Start Enable Relay. If the HCM decides to use the standard engine starter, the 12-volt Cranking Relay is energized sup-pling battery power to the Start Enable Relay main feed, which then powers the starter solenoid.



• Engine speed is 0 RPM or unknown


• FMI 3 if the HCM detects am open or short to Vbatt in the control circuit of the 12-volt cranking relay for 1 second or greater.

• FMI 4 is set if the HCM detects a short to ground in the control circuit of the 12-volt cranking relay for 1 second or greater


Possible Causes

• FMI 3,4

• Vehicle harness from HCM to 12-volt Cranking Relay

• 12-volt Cranking Relay

• HCM




• If the fault sets at power-up the engine will crank, provided the high-voltage batteries have a sufficient State of Charge (SOC).

• If the fault sets while driving, the vehicle will continue to operate


Required Tools



Code 95 (SA 239, SPN 520249, FMI 3,4)12-Volt Cranking Relay Fault, continued

2-253


HCM

30

86

8785

32 86

87

85

Crank Enable Plus


37 38

35 36

1 67 12

13 22

23 28

29 34


12-VoltCranking Relay

12V Truck Battery

12V

Plus

4Crank Enable Minus

26Crank Enable Latch

AutoShift Start Enable Relay (30)



2-254


(SA 239, SPN 520249, FMI

3,4)


1. Retrieve active fault codes andFMI’s with ServiceRanger using 9-pin diagnostic connector.

2. Swap the 12V crankingrelay with another relayand see if the fault returns

If the fault does not returnwith new relay

Replace 12V cranking relay.Go to Step V.

If the fault returns with newrelay

Go to Step B.


1. What FMI’s were listed from StepA.

Note: The 12-volt Cranking Relaymust be wired according toEaton® Hybrid requirements(shown on previous page) forthis test to work properly. Ifwired differently, consult OEMfor correct wiring schematic.




1. Key off.


3. Disconnect the HCM vehicleharness 38-way connector

4. Measure the resistancebetween HCM vehicleharness 38-way connectorpins 32 and 4

If resistance between 32 and4 is 40-120 ohms

Go to Step D.


Repair the vehicle harnessfor an open circuit. Go toStep V.


2-255



1. Key on.

2. Measure voltage between HCMvehicle harness 38-wayconnector pin 32 and ground atkey on.


Replace the HCM (only iffault code is active).Go toStep V.




1. Key off.


3. Disconnect the HCM harness 38-way connector.

4. Measure voltage between HCMvehicle harness 38-wayconnector pin 32 and ground.

If voltage between pin 32 andground is 10K ohms orgreater

Replace the HCM (only iffault code is active).Go toStep V.


Repair the vehicle harnessfor a short to ground. Go toStep V.


1. Key off.


3. Key on.








2-256


(SA 239, SPN 91, FMI 2)

Code 96 (SA 239, SPN 91, FMI 2) Accelerator Pedal Offset Fault

OverviewThe Hybrid Control Module (HCM) uses the vehicle Accelerator Pedal position as input for the Hybrid electric Motor/Generator torque demand.

Conditions to Run Fault• The HCM ignition voltage is greater than 7-volts and less than 16-volts.

• There is no active Fault Code 48.

Conditions to Set Fault• If the accelerator pedal is detected to be depressed to a position between 0.01 and 0.1 and held to a near constant posi-

tion and the vehicle is stopped for 30 seconds and there is no Engine message faults active, the fault shall be latched active.


• This fault indicates the Accelerator Pedal position is not returning to the ’Non-Applied’ state.




Required Tools• ServiceRanger


1. Key on.

2. Retrieve Codes (seepage 1-11).

If code 96 is active Concern is with the AcceleratorPedal reading a value above zeropercent when there is no driverdemand. This value can be seenby selecting the Engine andBrake Data Monitor list fromServiceRanger and viewing theAccelerator Pedal Position SPN91. Refer to OEM.


2-257


(SA 239, SPN 976, FMI 7,

14)

Code 97 (SA 239, SPN 976, FMI 7, 14) PTO Engagement Fault

Overview

The PTO is an optional installation on the transmission. The PTO is an electric-over-air unit. The PTO is controlled either by the Hybrid Control Module (HCM) or the Body Controller.

Note: This fault is only set if the HCM is directly wired to the PTO which can be determined by checking the HCM configuration. The "PTO Feedback" will read analog.

HCM Controlled PTO

The HCM controlled PTO energizes the electric solenoid and air pressure engages the PTO. The PTO feedback signal is a 12-volt signal. Less than 1 volt indicates the PTO is engaged, and greater than 3 volts indicates the PTO is disengaged.

Body Controller Operated PTO

The Body Controller operated PTO energizes the electric solenoid and air pressure engages the PTO. When the user selects the ePTO option the Hybrid Control Module (HCM) sends a request to the Body Controller to activate the PTO. When the PTO is engaged, the Body Controller sends back a confirmation message.

Note: If you want to determine which module is controlling the PTO you need to connect ServiceRanger and view the Configura-tions screen. Under the Hybrid Control Module there will be a listing for PTO Feedback, which is either Analog Controlled (HCM), or J-1939 Controlled (Body Controller). The "PTO Engaged" parameter provides the input from the HCM or the Body Controller on the current state of the PTO. This parameter is available in ServiceRanger under the Data Monitor "Hybrid ePTO" list.




• FMI 3 is set when the HCM detects a short to the vbatt in the PTO control circuit.

• FMI 4 is set when the HCM detects a short to ground in the PTO control circuit.

• FMI 5 is set when the HCM detects an open in the PTO control circuit.

• FMI 7 is set when the HCM detects the transmission is in neutral and, if after 8 seconds from requesting PTO mode the PTO engaged signal reads "Disengaged."

• FMI 14 is set when the ePTO option on the Push Button Shift Control is selected and the HCM detects the transmission is not in neutral based on output shaft speed.

Code 97 (SA 239, SPN 976, FMI 7, 14)PTO Engagement Fault , continued

2-258


(SA 239, SPN 976, FMI 7,

14)

Possible Causes

• FMI 7

• PTO Air Solenoid

• Low Air pressure

• PTO control circuit wires

• PTO

• PTO Feedback circuit

• HCM (only on HCM controlled PTO’s)

• PTO Ball Switch

Note: These FMI’s only set if the HCM is directly wired to the PTO which can be determined by selecting the Roadranger Config-uration option and then view the HCM option. The PTO Feedback will read Analog.




• If the PTO is engaged and the fault occurs, the PTO will remain engaged until the ePTO request changes, or the air pres-sure drops below a set limit.

• If the PTO is not engaged the ePTO lamp will flash on the push button shift console.







2-259




2. Key off.

3. What FMI’s are present? If fault code 97 FMI 3 is listed Go to Step B.

If fault code 97 FMI 4 or 5 arelisted

Go to Step C.

If fault code 97 FMI 7 is listed Go to Step E.

If fault code 97 FMI 14 islisted



1. Key off.



4. Key on.

5. Measure the voltage frompin 34 to ground on theHCM System Harness 38-way connector

If voltage from pin 34 toground is 0 volts


If voltage from pin 34 toground is 11 - 13 volts

Repair the Hybrid SystemHarness for a short to battery.Go to Step V.


2-260


(SA 239, SPN 976, FMI 7,

14)


1. Key off.

2. Disconnect the negative battery cable.

3. Disconnect the HCM System Harness38-way connector.

4. Measure the resistance between theHCM System Harness 38-wayconnector and the following pins:

• Pin 34 to pin 6

• Pin 34 to ground

If resistance between pin 34and 6 is 0-0.3 ohms andresistance between 34 andground is 10K ohms orgreater


If resistance is out of range Go to Step D.


1. Key off.

2. Disconnect the PTO 2-wayconnector at the PTO.

3. Measure the resistancebetween the PTO 2-wayconnector at the followingpins:

• Pin A to pin B

• Pin A to ground

If resistance between pins Aand B is 0-0.3 ohms andresistance between pin A andground is 10K ohms or greater

Repair the Hybrid SystemHarness for an open or short toground. Go to Step V.


Replace the PTO switch. Go toStep V.


1. If fault code 97 FMI 3, 4, or 5 are active goto the procedure in Step A.

2. Disconnect the PTO single signal wire atthe PTO.

3. Key on.

4. Measure the voltage from the PTOsignal wire connector to ground.

If the voltage is 12volts at key on

Concern is with the faulty PTOengagement signal switch inthe PTO. Contact your OEMfor repair procedures.

If the voltage is lessthan 1 volt at key on.

Go to Step F.


2-261



1. Key off.

2. Disconnect the negative battery cable.

3. Disconnect the HCM Vehicle Harness 38-way connector.

4. Measure the resistance from theHCM Vehicle Harness 38-wayconnector pin 18 to the oppositePTO end of the signal wire.

If the resistancefrom pin 18 to thePTO end of the signalwire is 0 to 0.3 ohms


If the resistance isoutside of range

Repair the open in the PTOsignal wire from the HCM to thePTO. Go to Step V.


1. Key off.

2. Key on.









2-262


(SA 239, SPN 520238, FMI

0,22-31)

Code 101 (SA 239, SPN 520238, FMI 0,22-31) High Voltage Battery 1 Fault

Overview






• FMI 0,22-31 are set for various internal High-Voltage Battery failures.

Possible Causes

• FMI 22-25, 27-29

• PEC

• FMI 0

• PEC

• Software



• The red "Stop Hybrid" lamp will display for FMI 0

• The amber "Check Hybrid" lamp will display for FMI 22-29


• Depending on the FMI the Inverter or HCM shuts the high-voltage system off





Code 101 (SA 239, SPN 520238, FMI 0,22-31)High Voltage Battery 1 Fault, continued

2-263


Required Tools












HAZARDOUS VOLTAGE


2-264


(SA 239, SPN 520238, FMI

0,22-31)



2. Key off.


4. What FMI’s are present If Fault Code 101, FMI 27 or28 are listed with an activeFault Code 101 FMI 26


If Fault Code 101, FMI 27 or28 are not listed with anactive Fault Code 101 FMI 26

Go to Step B.

If Fault Code 101 FMI 22-25are listed



Go to Step C.

If Fault Code 101 FMI 30 or31 are listed



1. View the Data Monitorparameter PID 133"Battery SOC"

If PID 133 "Battery SOC" isless than 80 percent


If PID 133 "Battery SOC" isgreater than 80 percent








WARNING


2-265



1. Key off.

2. Key on.









2-266


(SA 239, SPN 520264, FMI

22-31)

Code 102 (SA 239, SPN 520264, FMI 22-31) High Voltage Battery 2 Fault

Overview






• FMI 22-31 are set for various internal High-Voltage Battery failures.

Possible Causes

• FMI 22-25,27-29

• PEC





• Depending on the FMI the Inverter or the HCM shuts high-voltage system off.





Required Tools


Code 102 (SA 239, SPN 520264, FMI 22-31)High Voltage Battery 2 Fault, continued

2-267












HAZARDOUS VOLTAGE


2-268


(SA 239, SPN 520264, FMI

22-31)



2. Key off.


4. What FMI’s are present If Fault Code 102 FMI 27 or28 are listed with an activeFault Code 102 FMI 26


If Fault Code 102 FMI 27 or 28are not listed with an activeFault Code 102 FMI 26

Go to Step B.

If Fault Code 102 FMI 22-25are listed



Go to Step C.

If Fault Code 102 FMI 30 or31 are listed














WARNING


2-269



1. Key off.

2. Key on.









2-270


(SA 239, SPN 520265, FMI

22-26)

Code 103 (SA 239, SPN 520265, FMI 22-26) High Voltage Battery 1 Control Unit Communication Fault

Overview

The High-Voltage Batteries each contain a cell controller that communicates over a twisted pair data link to the Battery Control Unit (BCU). The Battery Control Unit located in the Relay Box communicates with each battery to determine temperature, SOC, and voltage. This information is then sent to the Inverter.





• FMI 22 is set when the BCU fails to communicate over the CAN data link for 30 ms.

• FMI 23 is set when the BCU fails to receive HCM data over the CAN data link for 2.5 seconds or greater after communi-cation is established.

• FMI 24 is set when the BCU fails to receive Inverter data over the CAN data link for 2.5 seconds or greater after commu-nication is established.

• FMI 25 is set when the BCU detects an error on initial check.

• FMI 26 is set when the BCU fails to transmit anything over the data link for 2 seconds.

Possible Causes

• FMI 26

• PEC

• FMI 22, 25

• PEC

• CAN data link between PEC and Inverter

• FMI 23

• PEC

• CAN data link between PEC and HCM

• FMI 24

• PEC

• Inverter

• CAN data link between PEC and Inverter

Code 103 (SA 239, SPN 520265, FMI 22-26)High Voltage Battery 1 Control Unit Commu-

2-271


















HAZARDOUS VOLTAGE


2-272


(SA 239, SPN 520265, FMI

22-26)

27

28

27

13

HCM Inverter


CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

1 67 12

13 22

23 28

29 34


8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19

28

14

2

1

PEC

CAN - High

CAN - Low

14

28

42

56

1

15

29

43

56-Way Mating Connector View (Inverter - Low Voltage Connector)



2-273



1. Key off.

2. Key on.


4. Perform Electrical Pretestand Hybrid ElectricalPretest

If no issues are found duringeither Electrical Test

Go to Step B.

If issue was repaired duringeither Electrical Test

Go to Step V.


1. Key off.

2. Follow "Hybrid ShutdownProcedure," found at front of book,to avoid shock, burn, or death fromimproperly handled high-voltage.



If Fault Code 103 FMI 22, 23,24, or 25 are listed



2-274


(SA 239, SPN 520265, FMI

22-26)


1. Key off.


3. Key on.








2-275


(SA 239, SPN 520266, FMI

22-26)

Code 104 (SA 239, SPN 520266, FMI 22-26) High Voltage Battery 2 Control Unit Communication Fault

OverviewThe High-Voltage Batteries each contain a cell controller that communicates over a twisted pair data link to the Battery Control Unit (BCU). The Battery Control Unit located in the Relay Box communicates with each battery to determine temperature, SOC, and voltage. This information is then sent to the Inverter.

Conditions to Run Fault• The Inverter ignition voltage is greater than 7 volts and less than 16 volts.


Conditions to Set Fault• FMI 22 is set when the BCU fails to communicate over the CAN data link for 30 ms.

• FMI 23 is set when the BCU fails to receive HCM data over the CAN data link for 2.5 seconds or greater after communi-cation is established.

• FMI 24 is set when the BCU fails to receive Inverter data over the CAN data link for 2.5 seconds or greater after commu-nication is established.

• FMI 25 is set when the BCU detects an error on initial check.

• FMI 26 is set when the BCU fails to transmit anything over the data link for 2 seconds.


• PEC

• FMI 22, 25• PEC • CAN data link between PEC and Inverter

• FMI 23• PEC• CAN data link between PEC and HCM

• FMI 24• PEC• Inverter• CAN data link between PEC and Inverter


• The amber "Check Hybrid" lamp will display• Fault is stored in HCM memory• Inverter shuts high-voltage system off• HCM continues to control the Hybrid vehicle in a diesel only mode• Transmission defaults start gear to 1st


2-276


(SA 239, SPN 520266, FMI

22-26)











HAZARDOUS VOLTAGE


2-277


27

28

27

13

HCM Inverter


CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

1 67 12

13 22

23 28

29 34


8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19

28

14

2

1

PEC

CAN - High

CAN - Low

14

28

42

56

1

15

29

43

56-Way Mating Connector View (Inverter - Low Voltage Connector)



2-278


(SA 239, SPN 520266, FMI

22-26)


1. Key off.

2. Key on.




Go to Step B.


Go to Step V.


1. Key off.




If Fault Code 104 FMI 22, 23,24, or 25 are listed with anactive Fault Code 111

Go to procedure for Fault Code111 and the appropriate FMI(s).

If Fault Code 104 FMI 22, 23,24, or 25 are listed with noactive Fault Code 111

Go to Step C.

If Fault Code 88 or 89 arelisted

Go to procedure for Fault Code88 or 89.


2-279



1. Key off.

2. Disconnect the PEC 19-way connector.

3. Inspect the connector pins for damage,corrosion, and/or loose wires.

4. Measure the resistance between the PEC19-way connector at the following pins:

• Pin 1 and 2

• Pin 1 and ground

• Pin 2 and ground

If resistance betweenpins 1 and 2 is 50-70ohms and resistancefrom pins 1 and 2 toground are each 10Kohms or greater



Repair the CAN data linkbetween the PEC and Inverter.Go to Step V.


1. Key off.


3. Key on.








2-280


(SA 239, SPN 520240, FMI

22-30)

Code 105 (SA 239, SPN 520240, FMI 22-30) High Voltage Battery 1 Control Unit Fault

Overview

The High-Voltage Batteries each contain a cell controller that communicates over a twisted pair data link to the Battery Control Unit (BCU). The Battery Control Unit located in the Relay Box communicates with each battery to determine temperature, Stat of Charge (SOC), and voltage. This information is then sent to the Inverter.





• FMI 22-30 are set for various internal Battery Control Unit failures.

Possible Causes

• FMI 22-30

• PEC










Required Tools


Code 105 (SA 239, SPN 520240, FMI 22-30)High Voltage Battery 1 Control Unit Fault,

2-281












HAZARDOUS VOLTAGE


2-282


(SA 239, SPN 520240, FMI

22-30)



2. Key off.


4. What FMI’s are present If Fault Code 105, FMI 23-29is listed


If Fault Code 105, FMI 30 islisted

Go to Step B.


Key off and back on. If fault isstill present at key on, replacethe PEC. Go to Step V.

WARNING


2-283




2. Disconnect the AC high-voltageconnector at the Motor /Generator.

3. With the AC cable disconnectedat both ends, measure resistance tocable shielding at all three terminals.Note: Cable should be flexed whilemeasuring.

If Open or "OL" on meter Replace the PEC.

If any resistance/continuityis found

Replace AC High Voltage Cable.Go to Step V.


1. Key off.

2. Key on.









WARNING

2-284


(SA 239, SPN 520267, FMI

22-30)

Code 106 (SA 239, SPN 520267, FMI 22-30) High Voltage Battery 2 Control Unit Fault

Overview

The High-Voltage Batteries each contain a cell controller that communicates over a twisted pair data link to the Battery Control Unit (BCU). The Battery Control Unit located in the Relay Box communicates with each battery to determine temperature, SOC, and voltage. This information is then sent to the Inverter.





• FMI 22-30 are set for various internal Battery Control Unit failures.

Possible Causes

• FMI 22-30

• PEC










Required Tools



2-285












HAZARDOUS VOLTAGE


2-286


(SA 239, SPN 520267, FMI

22-30)



2. Key off.


4. What FMI’s are present If Fault Code 106, FMI 23-30or is listed



Key off and back on. If fault isstill present at key on, replacethe PEC. Go to Step V.


1. Key off.

2. Key on.









WARNING

2-287


(SA 239, SPN 520242, FMI

1)

Code 107 (SA 239, SPN 520242, FMI 1) High Voltage Battery Leak Detection Fault

Overview

The Battery Control Unit (BCU) continuously monitors the vehicle to detect a high-voltage leak. The circuit is connected to 3 loca-tions on the DC high-voltage line with the opposite end connected to the chassis through a resistor.





• FMI 1 is set when the BCU detects the resistance between the high-voltage line and the inverter case is less than 82 k ohms.

Possible Causes

• FMI 1

• High-voltage cable insulation damage

• High-voltage component leaking










Required Tools

• Basic Hand Tools• High-Voltage Gloves J-48603• Lock-Out Bracket J-48506• Lock-Out Tags • Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger• Megatest Meter AMB-45

Code 107 (SA 239, SPN 520242, FMI 1)High Voltage Battery Leak Detection Fault, con-

2-288


(SA 239, SPN 520242, FMI

1)










1. Key on.


If fault code 107 is active Go to Step B.

If fault code 107 is inactive Test complete. Go to Step V.



HAZARDOUS VOLTAGE


2-289



1. Key off.


3. Disconnect the Inverter DCconnector at the PEC.

4. Measure the resistance toground at the DC cable connector onboth the positive and negativeterminals.

If Open or "OL" on meter Go to Step I.


Go to Step C.



2. Disconnect the DC connector atthe Inverter

3. With the DC cable disconnectedat both ends measure the resistanceto cable shielding at both the positiveand negative terminals.

If Open or "OL" on meter Go to Step D.


Replace DC high-voltage cabebetween the PEC and Inverter.Go to Step V.

WARNING

WARNING


2-290


(SA 239, SPN 520242, FMI

1)



2. Measure the resistance to groundat the Inverter DC connector onboth positive and negativeterminals.

If Open or "OL" on meter Possible error with testing. Go toStep V.


Go to Step E.



2. Disconnect the AC connector atthe Inverter.

3. Measure the resistance toground on all three terminals at theAC cable.

If Open or "OL" on meter Go to Step F.


Go to Step G.

WARNING

WARNING


2-291




2. Measure the resistance toground at all three terminals atthe Inverter AC connector.






2. Disconnect the AC high-voltageconnector at the Motor/Generator.

3. With the AC cable disconnectedat both ends, measure resistance tocable shielding at all three terminals.

If Open or "OL" on meter Go to Step H.


Replace AC High Voltage Cable.Go to Step V.

WARNING

WARNING


2-292


(SA 239, SPN 520242, FMI

1)



2. Measure the resistance to groundat the Motor/Generator ACconnector.



Replace Motor/Generator. Go toStep V.


1. Is unit supplied with a DC/DCconverter or APG?

Yes Go to Step J.

No Replace PEC. Go to Step V.

WARNING


2-293


Step J Procedure Condition Action


2. Disconnect 12V positive andnegative cables from DC/DCconverter.

3. Disconnect the PEC to DC/DCconverter DC cable at the PEC..


If Open or "OL" on meter Possible error in testing. Go toStep V if vehicle does not havean APG. Go to Step M if vehicleis equipped with APG.


Go to Step K.

WARNING


2-294


(SA 239, SPN 520242, FMI

1)

Step K Procedure Condition Action


2. Disconnect the high-voltage DCcable at the DC/DC converter.

3. With the DC cable disconnectedat both ends, measure resistance tocable shielding at positive andnegative terminals.

If Open or "OL" on meter Go to Step L.


Replace High Voltage DC Cable.Go to Step V.

Step L Procedure Condition Action


2. Measure the resistance to groundat the DC/DC Converter high-voltage DC connector at bothpositive and negative terminals.



Replace DC/DC Converter. Go toStep V.

WARNING

WARNING


2-295


Step M Procedure Condition Action


2. Disconnect the APG DC high-voltage cable at the PEC.


If Open or "OL" on meter Replace the PEC. Go to Step V.


Go to Step N.

Step N Procedure Condition Action


2. Disconnect the high-voltage DCcable at the APG.

3. With the DC cable disconnectedat both ends measure the resistancefrom positive and negative terminalsto cable shielding at PEC cable end.

If Open or "OL" on meter Go to Step O.


Replace DC High Voltage Cable.Go to Step V.

WARNING

WARNING


2-296


(SA 239, SPN 520242, FMI

1)

Step O Procedure Condition Action


2. Measure the resistance to groundat APG high-voltage DCconnector pins 1(+) and 4(-).



Replace APG. Go to Step V.


1. Key off.


3. Follow "High Voltage ServicePower Up Procedure"

4. Key on.







WARNING

2-297


(SA 239, SPN 520268, FMI

3,4)

Code 108 (SA 239, SPN 520268, FMI 3,4) High Voltage Battery 1 Control Unit Power Supply Fault

Overview

The High-Voltage Batteries are 172 volts each connected in series to produce 340 volts DC. The Battery Control Unit located in the Relay Box receives 12-volts ignition power and ground from the Inverter.




• FMI 3 is set when the BCU detects the ignition voltage is greater than 16 volts for 1 second.

• FMI 4 is set when the BCU detects the ignition voltage is less than 7 volts for 1 second.

Possible Causes

• FMI 4

• PEC

• Low-voltage harness from Inverter to PEC

• HCM

• Low-voltage harness from HCM to Inverter

• Inverter

• FMI 3

• PEC










Code 108 (SA 239, SPN 520268, FMI 3,4)High Voltage Battery 1 Control Unit Power Sup-

2-298


(SA 239, SPN 520268, FMI

3,4)

Required Tools










HAZARDOUS VOLTAGE


2-299


Inverter

Ground BC

VB_B


8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19

16

34

6

7

PEC

14

28

42

56

1

15

29

43


Ground BC

VB_B



37 38

35 36

1 67 12

13 22

23 28

29 34

HCM

Inverter Enable 2 15 Inverter Enable


2-300


(SA 239, SPN 520268, FMI

3,4)


1. Retrieve active fault codes andFMI’s with ServiceRangerusing the 9-pin diagnosticconnector.

2. Key off.

3.Follow "Hybrid ShutdownProcedure," found at front ofbook, to avoid shock, burn, ordeath from improperly handledhigh-voltage.

4. What Faults are present If Fault Code 108 FMI 3 or 4 arelisted with an active Fault Code114


If Fault Code 108 FMI 3 or 4 arelisted with no active Fault Code114

Go to Step B.



2. Connect a multi meter to thePEC 19-way connector pin 6and pin 7.

3. Place multimeter where it canbe viewed, while standing nextto the truck.

4. Key on.


If voltage between pins 15and 1 is 11 to 13 volts


If voltage between pins 15and 1 is less than 7 volts

Go to Step C.

WARNING


2-301



1. Key off.


3. Measure resistance on thefollowing:

• Inverter 56-way connectorpin 16 to PEC 19-wayconnector pin 6.


Note: Gently flex the Inverter 56-wayconnector harness near theconnector while monitoring thevoltage values.

If resistance from pin 16 topin 6 is 0 to .3 ohms andresistance from pin 34 to pin 7 is 0 to.3 ohms

Replace the Inverter. Goto Step V.


Replace the low-voltageharness from the PEC tothe Inverter. Go to Step V.


1. Key off.

2. Reconnect all connectors andthe negative battery cable.

3. Key on.



6. Check for codes(seepage 1-11).





2-302


(SA 239, SPN 520269, FMI

3,4)

Code 109 (SA 239, SPN 520269, FMI 3,4) High Voltage Battery 2 Control Unit Power Supply Fault

Overview

The High-Voltage Batteries are 172 volts each connected in series to produce 340 volts DC. The Battery Control Unit located in the Relay Box receives 12-volt ignition power and ground from the Inverter.




• FMI 3 is set when the BCU detects the ignition voltage is greater than 16 volts for 1 second.

• FMI 4 is set when the BCU detects the ignition voltage is less than 7 volts for 1 second.

Possible Causes

• FMI 4

• Charging system

• PEC

• Low-voltage harness from Inverter to PEC

• HCM

• Low-voltage harness from the HCM to Inverter

• Inverter

• FMI 3

• PEC










2-303


Required Tools










HAZARDOUS VOLTAGE


2-304


(SA 239, SPN 520269, FMI

3,4)

Inverter

Ground BC

VB_B


8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19

16

34

6

7

PEC

14

28

42

56

1

15

29

43


Ground BC

VB_B



37 38

35 36

1 67 12

13 22

23 28

29 34

HCM

2 15Inverter Enable Inverter Enable


2-305




2. Key off.


4. What FMI’s are present If Fault Code 109 FMI 3 or 4 arelisted with an active Fault Code114


If Fault Code 109 FMI 3 or 4 arelisted with no active Fault Code114

Go to Step B.



2. Connect a multi meter to thePEC 19-way connector pin 6and pin 7.

3. Place multimeter where it canbe viewed, while standing nextto the truck.

4. Key on.


If voltage between pins 15and 1 is 11 to 13 volts


If voltage between pins 15and 1 is less than 7 volts

Go to Step C.

WARNING


2-306


(SA 239, SPN 520269, FMI

3,4)


1. Key off.


3. Measure resistance on thefollowing:



Note: Gently flex the Inverter 56-wayconnector harness near theconnector while monitoring thevoltage values.

If resistance from pin 16 topin 6 is 0 to 0.3 ohms andresistance from pin 34 to pin7 is 0 to 0.3 ohms

Replace the Inverter. Goto Step V.


Replace the low-voltageharness from the PEC tothe Inverter. Go to Step V.


1. Key off.


3. Key on.








2-307


(SA 239, SPN 520220, FMI

22-29)

Code 110 (SA 239, SPN 520220, FMI 22-29) Inverter Fault

Overview

The Inverter assembly is connected to the high-voltage DC cable from the PEC along with the high-voltage AC cable from the Motor/Generator. It inverts the DC to AC voltage to power the motor during electric assist and rectifies the AC back to DC to charge the high-voltage batteries during coasting or regenerative braking. The Inverter is also the main controller for the high-voltage system communicating to the Battery Control Module in the PEC along with communicating to the HCM for overall sys-tem operation.





• FMI 22-29 are set due to various internal failures of the Inverter.

Possible Causes

• FMI 22-29

• Inverter





• Depending on the internal failure the Inverter may continue to operate with the fault logged, or shutdown the high- voltage system.

• HCM continues to control the Hybrid vehicle in a diesel only mode for most failures.




Required Tools


Code 110 (SA 239, SPN 520220, FMI 22-29)Inverter Fault, continued

2-308


(SA 239, SPN 520220, FMI

22-29)











2. Key off.


4. What FMI’s are present If Fault Code 110 is active Replace the Inverter. Go to StepV.

If Fault Code 110 is inactive Test complete.



HAZARDOUS VOLTAGE

WARNING

Code 110 (SA 239, SPN 520220, FMI 22-29)Inverter Fault, continued

2-309



1. Key off.

2. Key on.









2-310


(SA 239, SPN 520260, FMI

22-26)

Code 111 (SA 239, SPN 520260, FMI 22-26) Inverter Communication Fault

Overview

The Inverter communicates with the Battery Control Unit (BCU) located in the PEC and the Hybrid Control Module (HCM) on the CAN high-speed proprietary data link. The data link is a two wire twisted pair with two 120 ohm resistors located in the link.





• FMI 22 is set when Inverter detects an internal CAN communication failure at power-up.

• FMI 23, 24, or 25 are set when the Inverter fails to transmit, receive or obtain any messages on the CAN data link.

• FMI 26 is set when a specific message sent from the HCM is invalid.

Possible Causes

• FMI 22

• Inverter

• FMI 23, 24, or 25

• CAN data link

• Inverter

• PEC

• FMI 26

• HCM










Code 111 (SA 239, SPN 520260, FMI 22-26) Inverter Communication Fault, continued

2-311


Required Tools












HAZARDOUS VOLTAGE


2-312


(SA 239, SPN 520260, FMI

22-26)

27

28

27

13

HCM Inverter


CAN - Low (Vehicle)

CAN - High

CAN - Low


37 38

35 36

1 67 12

13 22

23 28

29 34

Deutsch 19 - Way Mating Connector View (PEC - Low-Voltage Connector)

8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19

28

14

2

1

PEC

CAN - High

CAN - Low

14

28

42

56

1

15

29

43

Delphi 56-Way Mating Connector View (Inverter - Low-Voltage Connector)



2-313



1. Key off.

2. Key on.




Go to Step B.


Go to Step V.


1. Key off.





Contact Eaton® at 1-800-826-HELP (4357).

If Fault Code 111 FMI 23, 24are listed


If Fault Code 111 FMI 25 islisted with an active code 88


If Fault Code 111 FMI 25 islisted with an active code 89


WARNING


2-314


(SA 239, SPN 520260, FMI

22-26)


1. Key off.


3. Key on.








2-315


(SA 239, SPN 520221, FMI

3,4)

Code 112 (SA 239, SPN 520221, FMI 3,4) Inverter Voltage Fault

Overview

The Inverter is connected to the Power Electronics Carrier through a high-voltage DC cable, which supplies 340 volts from the batteries. During operation, the Inverter monitors the input voltage to determine an over or under voltage concern.




• FMI 4 is set when the Inverter input voltage measured at the capacitor is less than 200 volts for 1 second, while the main relays in the Relay Box are on.

• FMI 3 is set when the Inverter input voltage measured at the capacitor is greater than 435 volts for 0.05 ms.

Possible Causes

• FMI 3,4

• Inverter

• PEC

• DC high-voltage cable








Conditions to Clear the FaultOnly inactive faults can be cleared from the TECU or HCM history using ServiceRanger. The TECU will automatically clear the faults from history after 200 hours and the HCM will automatically clear the faults from history after 200 hours of the fault staying inactive.

Required Tools


Code 112 (SA 239, SPN 520221, FMI 3,4) Inverter Voltage Fault, continued

2-316


(SA 239, SPN 520221, FMI

3,4)









HAZARDOUS VOLTAGE


2-317


Inverter

340-Volt Pos (High Voltage)

340-Volt Neg (High Voltage) DC (-)

DC (+)

DC (-)

DC (+)

PEC

High Voltage DC Connector View(Yazaki Connector)

1 2

DC(+) DC(-)


340-Volt Neg (High Voltage)


High-Voltage DC Connector to PEC

DC(+) DC(-)


2-318


(SA 239, SPN 520221, FMI

3,4)


1. Key off.

2. Key on.


4.Follow "Hybrid Shutdown Procedure,"found at front of book, to avoid shock,burn, or death from improperlyhandled high-voltage.



If Fault Code 112, FMI 3 islisted with other activeHybrid Fault Codes beside112



Go to Step B.


1. Key off.

2. Disconnect the DC high-voltageconnector at the Inverter.

3. Place the multi-meter on uF option.


5. Place the leads into the twoInverter DC high-voltage socketsmaking sure the probes touch theterminals.

6. Record the measurementafter 2 minutes

If the uF reading is 1104uF-1656uF at 68°F (20°C)

Go to Step C.

If the uF reading is outside1104uF-1656uF at 68°F(20°C)

Replace the Inverter. Go toStep V.

WARNING

WARNING


2-319



1. Key off.

2. Disconnect the DC high-voltageconnector from the PEC.

3. Measure the resistance ofeach circuit on the DCcable from the PECconnector to the Inverterconnector.

If the resistance for eachcircuit is 1 ohm or less


If resistance is out of range Replace the DC High-VoltageCable. Go to Step V.


1. Key off.


3. Key on.








2-320


(SA 239, SPN 520222, FMI

6)

Code 113 (SA 239, SPN 520222, FMI 6) Inverter Current Fault

Overview

The Inverter is connected to the Power Electronics Carrier (PEC) through a high-voltage DC cable which supplies 340 volts from the batteries. During operation, the Inverter monitors the output current to the Motor/Generator.




• FMI 6 is set when the Inverter IGBT current is greater than 800 amps for 0.05 ms or the motor cable is short.

• FMI 14 is set when motor torque commanded is zero and current is reported by the Inverter.

Possible Causes

• FMI 6

• Inverter

• Motor/Generator

• AC high-voltage cables










Required Tools


Code 113 (SA 239, SPN 520222, FMI 6)Inverter Current Fault, continued

2-321










HAZARDOUS VOLTAGE


2-322


(SA 239, SPN 520222, FMI

6)


C A

B

E D

F

C

B

A

C

B

A


Phase 1

Phase 2

Phase 3

Phase 1

Phase 2

Phase 3



A

B

CF

E D


2-323




2. Key off.


4. What FMI(s) are present If Fault Code 113 FMI 6 islisted

Go to Step B.


Go to Step D.


1. Visually inspect the AC cable forsigns of abrasion, cuts, orexposed wiring.

2. Remove the AC high-voltagecable at the Motor/Generator andInverter

3. Measure the resistancebetween the following AChigh-voltage cable pins:

• A-B

• B-C

• C-A

Note: An Auto Ranging Digital Volt/Ohm Meter must be used.

If resistance between eachphase is 5M or greater

Go to Step C.


Replace the AC High-VoltageHarness. Go to Step V.


1. Measure the resistance ofeach AC high-voltagecable pin to ground

If resistance between each pinand ground is 5M or greater



Replace the AC High-VoltageCable. Go to Step V.


2-324


(SA 239, SPN 520222, FMI

6)


1. Remove the AC high-voltagecable from the Inverter andMotor/Generator.

2. Measure the resistance ofthe AC high-voltage cablefrom the Inverterconnector to the Motor/Generator connector oneach of the following pins:

• A-A

• B-B

• C-C

Note: An Auto Ranging Digital Volt/Ohm Meter must be used.

If resistance is less than 1ohm on each circuit



Replace the AC High-VoltageHarness. Go to Step V.


1. Key off.


3. Key on.








2-325


(SA 239, SPN 520261, FMI

3,4)

Code 114 (SA 239, SPN 520261, FMI 3,4) Inverter Power Supply Fault

Overview

The Inverter assembly uses a 12-volt supply provided from the HCM to power the internal control board. The HCM provides this ignition power after it completes the power-up self check.




• FMI 3 is set when the Inverter ignition voltage is greater than 16 volts for 0.5 seconds.

• FMI 4 is set when the Inverter ignition voltage is less than 7 volts for 0.1 seconds.

Possible Causes

• FMI 3

• Inverter

• FMI 4

• HCM

• Inverter

• Power supply harness from HCM to Inverter





• Electric Motor/Generator assist and regeneration are disabled, however, the high-voltage relays will remain powered




Required Tools


Code 114 (SA 239, SPN 520261, FMI 3,4)Inverter Power Supply Fault, continued

2-326


(SA 239, SPN 520261, FMI

3,4)









HAZARDOUS VOLTAGE


2-327




2. Perform ElectricalPretest

If no issues found duringthe Electrical Pretest

Go to Step B.


Test Complete. Go to Step V.

2

2

15

1

HCM Inverter

Inverter Enable

Ground 1

Inverter Enable

14

28

42

56

1

15

29

43


Ground 2


37 38

35 36

1 67 12

13 22

23 28

29 34



2-328


(SA 239, SPN 520261, FMI

3,4)



2. Key off.

3.Follow "Hybrid ShutdownProcedure" found at front ofbook, to avoid shock, burn, ordeath from improperly handledhigh-voltage.

4. What FMI’s are present If Fault Code 114 FMI 3 or 4 islisted

Go to Step C.

If Fault Code 114 is not present Test Complete. Go to Step V.


1. Key off.

2. Disconnect the Inverter 56-way connector.

3. Connect a multimeter to theInverter 56-way connector pin15 and pin 1.

4. Place multi meter where it canbe viewed while standing nextto the truck.

5. Key on.

6. Observe multi metervoltage reading.

Note: Gently flex the Inverter56-way connectorharness near theconnector whilemonitoring the voltagereading.

If voltage is 11 to 13 volts Replace the Inverter. Go toStep V.

If voltage is greater than 16 volts Repair the vehicle 12-voltcharging system. Refer to yourOEM for repair procedure.

If voltage is outside of range Go to Step D.

WARNING


2-329



1. Key off.



4. Measure resistance fromthe following:

a. Inverter 56-wayconnector pin 15 toHCM 38-wayconnector pin 2.

b. Inverter 56-wayconnector pin 1 toground.

If resistance from pin 15 topin 2 is 0 to 0.3 ohms andresistance from pin 1 toground is 0 to 0.3 ohms



Repair the open in the power orground harness. Go to Step V.


1. Key off.


3. Key on.








2-330


(SA 239, SPN 520223, FMI

0)

Code 115 (SA 239, SPN 520223, FMI 0) Inverter Temperature Fault

Overview

The Inverter temperature sensor is a thermistor located inside the Inverter that changes in value based on the temperature. The Inverter supplies a 5 volt reference voltage to the sensor and measures the volt drop in the circuit. When the Inverter temperature is warm the sensor resistance is low and the Inverter detects a low-voltage (0.1 volts equals 127°C). When the Motor/Generator is cold the sensor resistance is high and the Inverter detects a high-voltage (4.0 volts equal -56°C).




• FMI 0 is set with the Inverter temperature is greater than 97°C (206°F) for 100 ms or sensor broken.

Possible Causes

• FMI 0

• Inverter

• Liquid cooling system (low coolant, no coolant flow, coolant pump, radiator, radiator fan, reservoir)












Code 115 (SA 239, SPN 520223, FMI 0)Inverter Temperature Fault, continued

2-331










HAZARDOUS VOLTAGE


2-332


(SA 239, SPN 520223, FMI

0)




3. Key on.

4. Select the Data Monitor optionand view PID 120 "InverterTemperature" in the "PowerElectronics" list.

5. Observe PID 120 againafter 20 minutes

If PID 120 "InverterTemperature" lowered fromthe first to second reading

Go to Step B.

If PID 120 "InverterTemperature" remainedconstant



1. Key off.

2. Observe the coolant levelafter the system has cooledto see if it is filled to theproper level

If the coolant is within therecommend limits

Go to Step C.

If the coolant is below therecommended limits


WARNING


2-333



1. Visually inspect the Hybridliquid cooling systemradiator for debris orobstruction to airflow andinspect the coolant lines forsharp bends.

If the radiator is free ofdebris and the coolantlines are not kinked

Go to Step D.

If the radiator is full ofdebris, the airflow isobstructed, or the coolantlines are kinked

Repair the concern. Go to StepV.


1. Key on.

2. Connect ServiceRanger to the 9-way connector in the cab.


4. Enable the Cooling Pumpoption

If the coolant pump turnson

Go to Step E.

If the coolant pump failsto turn on

Go to Step F.


1. Select the Advanced ProductFunctions option and select the"Heat Exchanger Fan" option.

2. Enable the Heat ExchangerFan option

If the Heat Exchanger Fanturns on

The system needs to be purgedof air to allow the coolant to flow.Bleed the air by using a coolantsystem pressurizing tool or avacuum tool. Go to Step V.

If the Heat Exchanger Fanfails to turns on

Go to Step G.


2-334


(SA 239, SPN 520223, FMI

0)


1. Key on.

2. Disconnect the Coolant Pump 2-way connector.


4. Enable the Cooling Pump option

5. Measure the voltage at the2-way connector from pin Ato B.


Refer to OEM for Coolant Pumpconcern.


Refer to OEM for Cooing Pumppower harness repair procedure.


1. Key on.

2. Disconnect the Heat Exchanger Fan2-way connector.

3. Select the Advanced ProductFunctions option and select the"Heat Exchanger Fan" option.

4. Enable the Heat Exchanger Fanoption

5. Measure the voltage at the2-way connector from pin Ato B.


Refer to OEM for Heat ExchangerFan concern.


Refer to OEM for Heat ExchangerFan power harness repairprocedure.


2-335



1. Key off.


3. Key on.








2-336


(SA 239, SPN 520224, FMI

10,14)

Code 116 (SA 239, SPN 520224, FMI 10,14) High Voltage Relays Fault

Overview

The High-Voltage Relays are located inside the Power Electronics Carrier (PEC) in the Relay Box unit. There is one precharge relay on the positive side, an additional relay on the positive, and one on the negative for a total of three. These relays are nor-mally open when the system is off. The relays are controlled through the Inverter.




• FMI 10 is set when the Inverter detects the input voltage measured at the capacitor is less than 210 volts within 3 sec-onds after the sub-relay closed in the Relay Box.

• FMI 14 is set when only the negative relay in the Relay Box is on and capacitor voltage decreases less than 10 volts/5 seconds when initial capacitor voltage was greater than 200 volts and motor speed less than 500 min-1, or there is a detect error in the initial check.

Possible Causes

• FMI 10

• PEC

• APG

• Inverter

• DC high-voltage cable

• DC cable interlock loops

• Inertia switch

• Service switch

• FMI 14

• Inverter

• PEC



• The amber "Check Hybrid" lamp will blink for FMI 10 and remain solid for FMI 14





Code 116 (SA 239, SPN 520224, FMI 10,14)High Voltage Relays Fault, continued

2-337




Required Tools










HAZARDOUS VOLTAGE


2-338


(SA 239, SPN 520224, FMI

10,14)

Inverter


340-Volt Neg (High Voltage) DC (-)

DC (+)

DC (-)

DC (+)

PEC

High Voltage DC Connector View(Yazaki Connector)

1 2

DC(+) DC(-)


340-Volt Neg (High Voltage)


14

28

42

56

1

15

29

43


Mating Connector View (Deutsch 19 - Way)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

1

2

1

2Interlock negative

Interlock positive

Interlock negative

Interlock positive

29

30

17

9

31

35

13

11

36

37

15

19

Precharge Plus

Main Plus Plus

Precharge Minus

Main Minus Minus

Main Plus Minus

Main Minus Plus

Precharge Plus

Main Plus Plus

Precharge Minus

Main Minus Minus

Main Plus Minus

Main Minus Plus


2-339







Go to Step I.

3. What FMI’s are present If Fault Code 116 FMI 10 islisted

Go to Step B.

If no Fault Codes are listed The Service Switch waspushed in. Go to Step V.


1. Key on.

2. Connect ServiceRanger to the 9-way diagnostic connector in thecab.

3. Select the "Data Monitor" option

4. View the Battery PackVoltage (BCU1) PID 118 inthe HV-Battery list:

If the Battery Pack Voltage(BCU1) PID 118 is greaterthan 200 volts

Go to Step C.

If the Battery Pack Voltage(BCU1) PID 118 is less than200 volts


IMPORTANT

WARNING


2-340


(SA 239, SPN 520224, FMI

10,14)


1. Key off.

2. If the vehicle is not equipped witha DC/DC Converter or APG skip toStep D.

3. Using high-voltage glovesdisconnect the DC cable for theDC/DC Converter and APG at thePEC.

4. With the key in the off position,temporarily remove the lockoutbracket and pull the ServiceSwitch out.

5. Key on.

6. Is Fault Code 116 FMI 10still active in ServiceRanger

If Fault Code 116 FMI 10 isactive with the DC/DCConverter and APGdisconnected

Go to Step D.

If Fault Code 116 FMI 10 isno longer active with theDC/DC Converter and APGdisconnected

Key off and reinstall the lockoutbracket on the PEC. Replace thePEC. Go to Step V.


1. Key off.


3. Temporarily remove the lockoutbracket and pull the Service Switchout.

Note: Ensure the key switch is in theoff position.

4. Measure resistance at the PEC19-way connector terminal atthe following pins:

• Pin 17 to Pin 19

• Pin 9 to Pin 11


If the resistance between pins17 and 19 is 112-122 ohmsand the resistance from pin 9to 11 and pin 13 to 15 are each33-37 ohms

Go to Step E.

If resistance is out of range Go to Step F.


2-341



1. Key off.

2. Reconnect the PEC 19-wayconnector.


4. Inspect the connector pins fordamaged, corrosion, and/or loosewires.

5. Measure resistance betweenthe Inverter 56-way connectorat the following pins:




Note: Gently flex the Inverter 56-wayconnector harness near theconnector while monitoringthe resistance values.


Push the Service Switch onthe PEC and reinstall thelockout bracket. Go to StepH.

If resistance is out of range Repair the Hybrid SystemHarness between the PECand Inverter. Go to Step V.


2-342


(SA 239, SPN 520224, FMI

10,14)


1. Key off.

2. Remove the Air Filter Cover and AirFilter from the PEC. Refer toTRSM1000 for procedures.

3. An inertia switch is located at thefront of the PEC inside the box andviewable when the air filter isremoved.

4. Using high-voltage gloves depressthe button on the top of the inertiaswitch until you hear or feel it click.This switch must be depressed a setdistance to reset the switch.

5. Measure resistance at the PEC19-way connector terminal atthe following pins:


• Pin 9 to Pin 11



Inertia Switch was tripped.Test Complete. Go to Step V.

If resistance is out of range Push in the Service Switchon the PEC and reinstall thelockout bracket. Go to StepG.


1. Key off.

2. Disconnect the DC high-voltagecable at the PEC bulkhead and at theInverter bulkhead.

3. Measure resistance betweenthe low-voltage interlock pinson the PEC side of the DChigh-voltage cable.

Note: The interlock pins are the twosmall spade terminals locatedin the same opening.

If the resistance is 0 - 0.3ohms between the interlockloop pins

Replace the PEC. Go to StepV.

If resistance is out of range Replace the DC high-voltage cable. Go to StepV.


2-343



1. Key off.

2. Disconnect the DC high-voltage cable at thePEC bulkhead and the Inverter bulkhead.

3. Measure the resistance of eachhigh-voltage circuit on the cable

If the resistance of each high-voltage circuit in the cable is 1ohm or less

Replace the Inverter.Go to Step V.

If resistance is out of range Replace the DC high-voltage cable. Go toStep V.


1. Connect ServiceRanger to the 9-waydiagnostic connector in the cab.

2. Select the "Data Monitor" option.

3. View the following parameters in theHV-Battery list:

• Battery Pack Voltage (BCU1)PID 118

• Battery Voltage PID 116

If the voltage readings on PID116 and PID 118 are within 10volts of each other

Replace the PEC. Goto Step V.

If the voltage readings on PID116 and PID 118 are greaterthan 10 volts of each other

Replace the Inverter.Go to Step V.


2-344


(SA 239, SPN 520224, FMI

10,14)


1. Key off.


3. Key on.


5. Drive the vehicle and attempt to reset thecode.

6. Check for codes(see page 1-11). If no codes Test complete.

If code 116 appears Contact Eaton at 1-800-826-HELP (4357). Repeat Step V.


Repeat Test.

2-345


(SA 239, SPN 520251, FMI

3,14)

Code 117 (SA 239, SPN 520251, FMI 3,14) BCU Relay Cut Request Fault

OverviewThe High-Voltage Relays are located inside the Power Electronics Carrier (PEC) in the Relay Box unit. These relays are normally open when the system is off. The relays are controlled through the Inverter and monitored through a 5-volt input from the Inverter. If the relays are open the voltage is around 5 volts and when the relays are closed the voltage is around 1 volt.




• FMI 3 is set when Battery Control Unit (BCU) relay ready CAN flag is active and the relay off signal is set high for 0.02 seconds.

• FMI 14 is set when the relay cut request of the BCU is set over the CAN data link.

Possible Causes

• FMI 3

• PEC

• Inverter

• Low-voltage wire harness between PEC and Inverter

• FMI 14

• PEC







Conditions to Clear the FaultThe Eaton® service tool ServiceRanger may be used to clear the fault from TECU or HCM history. The TECU and HCM automati-cally clear the faults from history after 200 hours of the fault staying Inactive.

Required Tools• Basic Hand Tools• High-Voltage Gloves J48603• Lock-Out Bracket J-48506• Lock-Out Tags • Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger

Code 117 (SA 239, SPN 520251, FMI 3,14)BCU Relay Cut Request Fault, continued

2-346


(SA 239, SPN 520251, FMI

3,14)









HAZARDOUS VOLTAGE


2-347


Inverter

Relay Off


8 9

1

2

345

6

7 10

11

12

131415

16

17

18

19

43

47

5

PEC

14

28

42

56

1

15

29

43


Relay Off


48

49


2-348


(SA 239, SPN 520251, FMI

3,14)



2. Key off.


4. What FMI’s are present If Fault Code 117 FMI 14 islisted

Test complete. FMI 14 requires noaction or replacement


Go to Step B.


1. View active faults tosee if any of thefollowing are listed: 76,77, 78, 79, 82, 86, 101,102, 103, 104, 105,106, 107, 108, 109

If any of the faults are listedwith Fault Code 117 FMI 3

Go to test for faults that are active.

If none of the faults are listedwith Fault Code 117 FMI 3

Go to Step C.

WARNING


2-349



1. Key off.


3. Disconnect the Inverter 56-way connector.

4. Measure the resistancefrom the PEC 19-wayconnector pin 5 to theInverter 56-wayconnector pin 43.

Note: Gently flex the Inverter56-way connectorharness near theconnector whilemonitoring theresistance readings.

If the resistance between pin5 and pin 43 is 0 - 0.3 ohms

Go to Step D.


Replace the HCM Low-Voltageharness between the PEC andInverter. Go to Step V.


1. Key off.

2. Measure the resistancebetween the Inverter56-pin connector pins48 to 49, and 47 toground

If resistance between pins 48and 49 is 0 to 0.3 ohms andresistance from pin 47 toground is 0 - 0.5 ohms

Go to Step E.


Replace the HCM Low-Voltageharness between the PEC andInverter. Go to Step V.


2-350


(SA 239, SPN 520251, FMI

3,14)


1. Key off.


3. Disconnect the DC high-voltage cable at the Inverterand the PEC.

4. Measure the resistancebetween the low-voltage interlock pinsin the DC connector onthe Inverter end.

If resistance between thelow-voltage interlock pins is0 - 0.3 ohms

Replace the Inverter Go to Step V.


Replace the DC interlock low-voltage loop. Go to Step V.


1. Key off.


3. Key on.








WARNING

2-351


(SA 239, SPN 520252, FMI

3, 4, 5)

Code 118 (SA 239, SPN 520252, FMI 3, 4, 5) Auxiliary High-Voltage Relay Control Circuit Fault

OverviewThe Auxiliary High-Voltage relays located in the Power Electronics Carrier (PEC) are controlled by the Hybrid Control Module (HCM). At key on, high-voltage power is supplied from the relay box to the Auxiliary High-Voltage relays. When the ePTO option is selected on the Push Button Shift Control, the HCM energizes the control circuits for the main positive and main negative relays. The power then flows through the Auxiliary High-Voltage relays to the DC/DC Converter.




• FMI 3 is set when the HCM detects a short to battery in the coil circuit of the Auxiliary High-Voltage Relay.

• FMI 4 is set when the HCM detects a short to ground in the coil circuit of the Auxiliary High-Voltage Relay.

• FMI 5 is set when the HCM detects an open in the coil circuit of the Auxiliary High-Voltage Relay.


Possible Causes

• FMI 3, 4, 5

• PEC

• Hybrid system harness

• DC cable high-voltage loop

• DC/DC converter




• The DC/DC Converter will not operate because the HCM will de-energize the Auxiliary High-Voltage Relay Circuit

Conditions to Clear the FaultThe Eaton® service tool ServiceRanger may be used to clear the fault from TECU or HCM history. The TECU and HCM automati-cally clear the faults from history after 200 hours of the fault staying Inactive.

Required Tools• Basic Hand Tools• High-Voltage Gloves J48603• Lock-Out Bracket J-48506• Lock-Out Tags • Eaton® Test Adapter Kit J-43318• Digital Volt/Ohm Meter J-46708• ServiceRanger

Code 118 (SA 239, SPN 520252, FMI 3, 4, 5)Auxiliary High-Voltage Relay Control Circuit

2-352


(SA 239, SPN 520252, FMI

3, 4, 5)









2. Key off.



If FMI 4 or 5 are listed Go to Step C.



HAZARDOUS VOLTAGE

WARNING


2-353



1. Key off.

2. Disconnect the negativebattery cable.


4. Key on.

5. Measure voltage frompin 33 to ground

If the voltage from pin 33 toground is 0 volts

Replace the HCM (only if FaultCode is Active). Go to Step V.

If the voltage from pin 33 toground is 11 - 13 volts

Repair the Hybrid System Harnessfor a short to battery. Go to Step V.


1. Key off.

2. Measure the resistancefrom the HCM Systemharness 38-way connectoron the following pins:

• Pin 33 to Pin 5

• Pin 33 to ground

If the resistance between pin33 and pin 5 is 12-22 ohmsand the resistance between Pin33 and ground is 10K ohms orgreater

Replace the HCM (only ifFault Code is Active). Go toStep V.

If resistance is outside of range Go to Step D.


1. Key off.


3. Measure the resistancebetween the PEC 19-way bulkhead terminalat the following pins:

• Pin 8 to Pin 10

• Pin 8 to ground

If resistance between pins 8and 10 is 12-22 ohms andresistance from pin 8 toground is 10K ohms orgreater

Replace the Hybrid SystemHarness between the HCM and thePEC for a short to ground or open.Go to Step V.


Go to Step E.


2-354


(SA 239, SPN 520252, FMI

3, 4, 5)


1. Key off.

2. Disconnect the DC/DCConverter high-voltageconnector at the PEC.

3. Measure resistancebetween the DC/DCConverter cable 2-wayconnector at thefollowing pins:

• Pin 1 to Pin 2

• Pin 1 to ground

If resistance between pins 1and 2 is 0 to 0.3 ohms andresistance from pin 1 toground is 10K ohms orgreater



Go to Step F.


1. Key off.

2. Disconnect the DC/DCConverter high-voltageconnector at the DC/DCConverter.

3. Measure the resistancebetween the DC/DCConverter terminal atthe following pins:

• Pin 1 to Pin 2

• Pin 1 to ground

If resistance between pins 1and 2 is 0 to 0.3 ohms andresistance from pin 1 toground is 10K ohms orgreater

Replace the DC/DC Converter High-Voltage Cable. Go to Step V.


Replace the DC/DC Converter. Goto Step V.


2-355



1. Key off.


3. Key on.








2-356


(SA 121, SPN 520275, FMI

3, 4)

Code 120 (SA 121, SPN 520275, FMI 3, 4) APG Unit 1 - AC Voltage

Overview

The Auxiliary Power Generator (APG) is a 5kW/5kVA DC/AC inverter that is connected to the high voltage DC bus of the Eaton Hybrid electric vehicle system, and generates 60Hz single-phase 120V AC power for utility applications.


• APG inverter needs to be operating.


• FMI 3 is set when output voltage is detected to be greater than or equal to 145Vac.

• FMI 4 is set when output voltage is detected to be less than or equal to 75Vac.

Possible Causes

• FMI 3

• APG

• FMI 4

• Short phase to neutral in harness

• Power panel

• APG

• Potential of output device like motor causing surge




• The APG will shutdown



Required Tools


Code 120 (SA 121, SPN 520275, FMI 3, 4)APG Unit 1 - AC Voltage, continued

2-357












2. Key off.



Replace the APG. Go to Step V.

If Fault Code 120 FMI 4 isactive

Go to Step B.



HAZARDOUS VOLTAGE

WARNING


2-358


(SA 121, SPN 520275, FMI

3, 4)


1. Key off

2. Remove all loads from the APG

3. Restart APG APG restarts Component external to APG iscausing fault. Find faultycomponent. Go to Step V.

APG does not restart Replace the Inverter. Go to StepV.


1. Key off


3. Follow the "High Voltage ServicePower Up Procedure"

4. Key on








2-359


2-360


(SA 121, SPN 520277, FMI

6, 14, 15)

Code 122 (SA 121, SPN 520277, FMI 6, 14, 15) APG UNIT 1 - Output

Overview





• FMI 6 is set when multiple over current events are detected.

• FMI 14 is set when the UPS has detected abnormally low impedance placed on its output.

• FMI 15 is set when the UPS output current limit (calculated or measure) has been exceeded for the longer than allowed by the internal time limit.

Possible Causes

• FMI 6, 15

• Short phase to ground in harness

• Output device causing surge

• Power Panel

• APG

• FMI 14

• Component drawing excessive current


When FMI 6, 14, or 15 is set the following conditions will occur:



• The APG will shutdown



Required Tools


Code 122 (SA 121, SPN 520277, FMI 6, 14, 15)APG UNIT 1 - Output, continued

2-361










HAZARDOUS VOLTAGE

234

16E

5

APG 7-way High-VoltageAC Connector View

APG 6-way Low-VoltageConnector View

12

34

56


2-362


(SA 121, SPN 520277, FMI

6, 14, 15)



2. Key off.


4. What FMI’s are present If Fault Code 122, FMI 6 or 15are active

Go to Step B.

If Fault Code 122 FMI 14 isactive

Remove output devices. Go toStep V.


1. Remove the 7-way connector atthe APG

2. Measure the resistancefrom the AC high-voltagecable on the followingpins:

• Pin 1 to ground

• Pin 2 to ground

• Pin 3 to ground

• Pin 4 to ground

• Pin 5 to ground

• Pin 6 to ground

If the resistance is 10K ohmsor greater

Go to Step C.

If the resistance is less than10K ohms

Go to Step D.

WARNING


2-363



1. Remove the 6-way APG to powerpanel connector from the APG

2. Measure the resistancefrom the APG 6-wayconnector on the followingpins:

• Pin 1 to ground

• Pin 2 to ground


Replace the APG. Go to Step V.


Go to Step E.


1. Remove the 7-way connector atthe power panel

2. Measure the resistancefrom the AC high-voltagecable on the followingpins:

• Pin 1 to ground

• Pin 2 to ground

• Pin 3 to ground

• Pin 4 to ground

• Pin 5 to ground

• Pin 6 to ground


Replace the power panel. Go toStep V.


Replace the AC high-voltageharness. Go to Step V.


2-364


(SA 121, SPN 520277, FMI

6, 14, 15)


1. Remove the 6-way APG to powerpanel connector from the powerpanel

2. Measure the resistancefrom the APG 6-wayconnector on the followingpins:

• Pin 1 to ground

• Pin 2 to ground


Replace the power panel. Go toStep V.


Replace the 6-way harness. Goto Step V.


1. Key off


3. Key on

4. Clear Codes (see page 1-11).




If code 122 FMI 6 or 15appears

Go to Step B.

If code 122 FMI 14 appears Return to Step A to find error intesting.




2-365


2-366


(SA 121, SPN 520278, FMI

3, 4, 14)

Code 123 (SA 121, SPN 520278, FMI 3, 4, 14) APG Unit 1 - High Voltage Battery

Overview



• FMI 3, 4 - APG inverter needs to be operating.

• FMI 14 - APG inverter needs to be in pre-charge phase.


• FMI 3 is set when high voltage DC has been detected to surpass an upper limit.

• FMI 4 is set when high voltage DC has been detected to drop below a lower limit.

• FMI 14 is set when the APG cannot stabilize high voltage DC during the pre-charge phase.

Possible Causes

• FMI 3

• APG

• FMI 4, 14

• APG

• PEC

• High-voltage DC cable




• The APG will shutdown if operating



Required Tools


Code 123 (SA 121, SPN 520278, FMI 3, 4, 14)APG Unit 1 - High Voltage Battery, contin-

2-367












HAZARDOUS VOLTAGE


2-368


(SA 121, SPN 520278, FMI

3, 4, 14)



2. Key off.


4. What FMI’s are present If Fault Code 123 FMI 3, 4, or14 is active with an activeHybrid system fault

Troubleshoot active hybrid fault.Go to Step V.

If Fault Code 123 FMI 3, 4, or14 is active without an activeHybrid system fault



1. Key off.


3. Follow the "High Voltage PowerUp Procedure"

4. Key on

5. Operate the APG and attempt toreset the code.






WARNING


2-369


2-370


(SA 121, SPN 520280, FMI

0)

Code 125 (SA 121, SPN 520280, FMI 0) APG Unit 1 - Over Temperature

Overview

The Auxiliary Power Generator (APG) is a 5kW/5kVA DC/AC inverter that is connected to the high voltage DC bus of the Eaton Hybrid electric vehicle system, and generates 60Hz single-phase 120V AC power for utility applications. The heat sink tempera-ture (IGBT case temperature) exceeds the upper temperature limit for normal operation.




• FMI 0 is set when the heat sink temperature at an unspecified module exceeds the upper temperature limit for normal operation.

Possible Causes

• FMI 0

• Cooling system

• APG temperature sensor fault in range





• The APG will shutdown if operating



Required Tools


Code 125 (SA 121, SPN 520280, FMI 0)APG Unit 1 - Over Temperature, continued

2-371









Note: For component overview refer to the Eaton Hybrid Component and Connector Location Page at the front of this manual (see page 1-7).




2. Key off.


4. What FMI’s are present If FMI 0 is active Go to Step B.



HAZARDOUS VOLTAGE

WARNING


2-372


(SA 121, SPN 520280, FMI

0)


1. Observe the coolant levelafter the system hascooled to see if it is filled tothe proper level






1. Key off.



4. Key on








2-373


2-374


(SA 121, SPN 520281, FMI

22-27)

Code 126 (SA 121, SPN 520281, FMI 22-27) APG Unit 1 - Configuration

Overview





• FMI 22 is set when a control board self test has failed.

• FMI 23 is set when a nonvolatile data checksum failure has occurred.

• FMI 24 is set when software incompatibility has been detected.

• FMI 25 is set when a blown fuse is detected.

• FMI 26 is set when the internal fan speed is detected to be low.

• FMI 27 is set when there is an inverter fault.

Possible Causes

• FMI 22-27

• APG


When FMI 22-27 is set the following conditions will occur:



• The APG will not start



Required Tools


Code 126 (SA 121, SPN 520281, FMI 22-27)APG Unit 1 - Configuration, continued

2-375












2. Key off.


4. What FMI’s are present If FMI 22-27 are present Replace the APG. Go to Step V.



HAZARDOUS VOLTAGE

WARNING


2-376


(SA 121, SPN 520281, FMI

22-27)


1. Key off.


3. Key on








2-377


2-378


(SA 121, SPN 520282, FMI

0)

Code 127 (SA 121, SPN 520282, FMI 0) APG Unit 1 - Ambient Air Over Temperature

Overview

The Auxiliary Power Generator (APG) is a 5kW/5kVA DC/AC inverter that is connected to the high voltage DC bus of the Eaton Hybrid electric vehicle system, and generates 60Hz single-phase 120V AC power for utility applications. The ambient air temper-ature is measured with an internal sensor and sets a fault when the temperature reaches 60°C (140°F).




• FMI 0 is set when the ambient temperature inside of the APG inverter case reaches 60°C (140°F).

Possible Causes

• FMI 0

• Faulty sensor

• Ambient case temperature too high.


When FMI 0 is set the following conditions will occur:



• The APG will power down



Required Tools


Code 127 (SA 121, SPN 520282, FMI 0)APG Unit 1 - Ambient Air Over Temperature, con-

2-379












2. Key off.


4. What FMI’s are present If FMI 0 is present Go to Step B.



HAZARDOUS VOLTAGE

WARNING


2-380


(SA 121, SPN 520282, FMI

0)


1. Ensure that the Inverter cabinet isnot exposed to external heatsource.

2. Observe the coolant levelafter the system hascooled to see if it is filled tothe proper level






1. Key off.



4. Key on








2-381


2-382


(SA 121, SPN 520322, FMI

3)

Code 128 (SA 121, SPN 520322, FMI 3) APG Unit 1 - Ambient Temperature Sensor

Overview

The Auxiliary Power Generator (APG) is a 5kW/5kVA DC/AC inverter that is connected to the high voltage DC bus of the Eaton Hybrid electric vehicle system, and generates 60Hz single-phase 120V AC power for utility applications. The ambient air temper-ature sensor has been detected as faulty.




• FMI 3 is set when the ambient temperature sensor has been detected out of range.

Possible Causes

• FMI 3

• Faulty Sensor


When Fault Code 128 FMI 3 is set the following conditions will occur:



• The APG will shutdown and attempt a restart after 30 seconds



Required Tools


Code 128 (SA 121, SPN 520322, FMI 3)APG Unit 1 - Ambient Temperature Sensor, con-

2-383












2. Key off.


4. What FMI’s are present If FMI 3 is present Replace the APG. Go to Step V.



HAZARDOUS VOLTAGE

WARNING


2-384


(SA 121, SPN 520322, FMI

3)


1. Key off.


3. Key on








2-385


2-386


(SA 121, SPN 520323, FMI

9)

Code 129 (SA 121, SPN 520323, FMI 9) APG Unit 1 - Communication

Overview

The Auxiliary Power Generator (APG) is a 5kW/5kVA DC/AC inverter that is connected to the high voltage DC bus of the Eaton Hybrid electric vehicle system, and generates 60Hz single-phase 120V AC power for utility applications. The Controller Area Net-work (CAN) is a high-speed twisted pair 500K proprietary data link that connects the HCM to the Electric Clutch Actuator (ECA), Battery Control Module, Inverter and APG. The link contains one 120 ohm resistor at each end. The link is used to transmit infor-mation specific to clutch position or power electronics operations.




• FMI 9 - Communication with the HCM has not occurred for more than 2 seconds.

Possible Causes

• FMI 9

• APG

• HCM

• CAN data link




• If the fault sets during operation the APG will shut off



Required Tools


Code 129 (SA 121, SPN 520323, FMI 9)APG Unit 1 - Communication, continued

2-387










HAZARDOUS VOLTAGE

APG 8-way low-voltage connector view

234

8

67

1

5

AF

J

E

G

H

DC

B

9-pin diagnostic connector


2-388


(SA 121, SPN 520323, FMI

9)



2. Key off.


4. What FMI’s are present If FMI 9 is present Go to Step B.


1. Measure the resistance betweenthe following:

• Diagnostic 9-pin connectorpins H and J

• 2-way connector pins 1 and2

• 3-way connector pins A andB

Note: The 3-way and 2-way data linkconnectors are located next tothe 9-pin diagnostic connector


If the resistance between pinH and J, A and B, or 1 and 2is between 50 to 70 ohms Go to Step C.

If the resistance is more than70 ohms

One or more of the terminatingresistors on the CAN data linkharness is either missing or outof range, or there is an open inthe link. Repair the OEM CANdata link Harness. Go to Step V.

If the resistance is less than50 ohms


WARNING


2-389



1. Key off.


3. Disconnect the APG 8-wayconnector at the APG

4. Measure the resistance betweenAPG 8-way connector pins 4 and5


If the resistance between pins4 and 5 is between 110-130ohms





1. Key off.


3. Key on







2-390


(SA 121, SPN 520320, FMI

13)

Code 131 (SA 121, SPN 520320, FMI 13) APG Unit 1 - Configuration Error

Overview

The Auxiliary Power Generator (APG) is a 5kW/5kVA DC/AC inverter that is connected to the high voltage DC bus of the Eaton Hybrid electric vehicle system, and generates 60Hz single-phase 120V AC power for utility applications. The Hybrid Controller Module (HCM) can be configured for up to two (2) APG units.




• FMI 13 is set when the number of APG's responding on the link is different than the number of APG's configured in the HCM.

Possible Causes

• FMI 13

• HCM configuration







Required Tools• ServiceRanger

Code 131 (SA 121, SPN 520320, FMI 13)APG Unit 1 - Configuration Error, continued

2-391










HAZARDOUS VOLTAGE

APG 8-way low-voltage connector view

234

8

67

1

5


2-392


(SA 121, SPN 520320, FMI

13)



2. Key off.



Go to Step B.


1. Does APG configurationmatch the number ofinstalled APG units

Yes Go to Step C.

No Set configuration equal tonumber of installed APG units.Go to Step V.


1. Key off

2. Disconnect negative batterycable

3. Disconnect the APG 8-wayconnector at the APG.

4. Measure the resistance betweenAPG 8-way connector pin 4 and5.

Note: Make sure the volt/ohm meter is onthe proper scale(around 200 ohmscale)

If resistance between pin 4and 5 is between 50- 70 ohms




WARNING


2-393



1. Key off.



4. Key on







3-1

Symptom Isolation ProceduresFront Box Test

Front Box Test

Overview

This symptom-driven test is performed if a “-” or flashing gear is displayed on the Gear Display, and there are no active or inactivecodes. Turn the key on and watch the Gear Display. If the Gear Display shows “-” constantly, the Transmission ECU was not ableto confirm front box control. If the transmission displays a flashing gear when a forward or reverse mode is selected, the trans-mission is not able to engage the gear position.

Note: This symptom-based test should only be performed if you were sent here from the Diagnostic Procedure and you haveno active fault codes.

Possible Causes

• Low Power to Gear Select Motor



• Yoke / Clutch / Main Shaft


• Dragging Clutch

• Torque Locked in Gear


There is no fallback mode for this symptom, however, the vehicle will either not crank if the "-" is present or not engage a gear ifthe flashing gear is present when a non-neutral gear is selected.

Symptoms

• Power-up no crank and the gear display shows "-"

• Transmission will not engage a gear from neutral (flashing gear number is gear display).

Required Tools


3-2

Symptom Isolation Procedures



1. You should only perform thissymptom test if you were senthere from the DiagnosticProcedure and you have no activefault codes.

2. Key on.

3. Depress "N" on the Push ButtonShift Control.

4. Observe Gear Display. If Gear Display shows: “N” Go to Step B.

If Gear Display shows: “-” Go to Step C.

3-3



1. Depress service brakeand select "D."

2. Observe Gear Display. If Gear Display shows a solidgear

Test Complete.

If Gear Display shows aflashing gear with no arrows

Go to Step C.


1. Key off

2. Attempt to remove any type oftorque lock on the vehiclesdrivetrain through one of thefollowing methods:

a. Remove the driveshaft

b. Lift the drive wheels off theground

c. Roll the vehicle in neutral

3. Key on.

4. Observe gear display If Gear Display shows a solid"N"

Go to Step B.

If Gear Display still shows asolid "-"

Go to Step D.




Go to Step E.


Repeat Step A.

3-4



1. Key on.

2. Listen for noise from theElectric Shifter calibrating/actuating then turn the keyoff and listen for the samenoise again.

If the Electric Shifter can beheard calibrating/actuating

Go to Step F.

If the Electric Shifter can’t beheard calibrating

Go to Step F.


1. Key off.



• Shift blocks arefastened to shift railssecurely

• Shift rails move intoeach gear position

• Electric shifter is freefrom any excessivelube contaminationbuildup

• Two gear positionscan not be engagedat the same time

If no problem found and youcould not hear the electricshifter actuation in theprevious step

Replace the TECU. Go to StepV.

If no problem found and youcould hear the electric shifteractuation in the previous step

Replace the Electric Shifter. Goto Step V.

If problem is found Repair as required. Go to StepV.

3-5



1. Key off.


3. Place Shift Control into neutral.

4. Key on. If Gear Display displays asolid “N”

Test complete.

If Gear Display does notdisplay a solid “N”

Return to Step A to find error intesting.

3-6


Engine Crank Test

Overview

This symptom-driven test is performed if a “N" is displayed on the Gear Display with no active or inactive codes and the vehiclewill not crank.

The Hybrid Control Module (HCM) receives the input to crank from pin 20 on the HCM 38-way Vehicle Connector, which is wiredto the key switch. The HCM normally powers the High-Voltage Motor/Generator to start the engine. If the Hybrid system is offline,the HCM will use the standard 12-volt starter by energizing the 12-volt Cranking relay. This relay then provides battery power topin 30 of the Start Enable Relay, which then powers the starter solenoid.


Symptom

Vehicle will not crank or there is a solid "N" in the gear display.

Possible Causes

• 12-volt Cranking Relay

• Start Enable Relay

• OEM Vehicle Harness

• Engine Starter

• 12-volt batteries

• Key switch input to pin 20 of the HCM

Required Tools


3-7

Symptom Isolation ProceduresEngine Crank Test

Engine Crank Test Wiring Schematic


3738

3536

16

12

1322

23282934

7

TECU

HCM

30

86

8785

26

87

86

85

30

32Crank Enable Plus

Start Enable Latch


37 38

35 36

1 67 12

13 22

23 28

29 34


Start EnableRelay

12V Truck Battery

12V

Plus

4Crank Enable Minus

4Start Enable Minus

87

86

85

30

12V CrankingRelay26Crank Enable Latch

Start Enable Plus 32


Starter solenoid

Key Switch

20

OffIgnition

Crank

Engine Crank Request

3-8




2. Key on.

3. Depress "N" on the PushButton Shift Control.

Note: The ePTO lamp must be offwhen using the key switchto start the vehicle

If "N" is present on the GearDisplay

Go to Step B.

If "N" is not present on theGear Display

Refer to the DiagnosticProcedure for the correctSymptom based test to perform.


1. Key on.


3. Select the Data Monitoroption and view the "CrankRequest" parameter

If Crank Request reads 1(Crank)

Go to Step C.

If Crank Request reads 0 (NoCrank)

Go to Step E.


1. Substitute a different start enableand 12-volt cranking relay

2. Attempt to crank engine If engine cranks Pinpoint which of the two relayswas at fault and replace it.Go toStep V.

If engine does not crank Go to Step D.

3-9

Symptom Isolation ProceduresEngine Crank Test


1. Key on.

2.Engine may crank.

3. Jumper pin 87 of the startenable relay connector tobattery power.

If engine cranks Repair open circuit between pin87 of the start enable relay andbattery. Refer to OEM for repairprocedures.

If engine does not crank Concern is with starter solenoidor power harness to solenoid.Refer to OEM for repairprocedures.


1. Key off.


3. Disconnect HCM vehicle harness38-way connector.

4. Key in start position.

5. Measure voltage fromHCM vehicle harness 38-way connector pin 20 toground

If voltage is 11 - 13 volts Replace the HCM. Go to Step V.

If voltage is below 11 volts Repair the OEM vehicle harness.Go to Step V.


1. Key off.



4. Key on. If engine starts Test complete.

If engine does not start Return to Step A to find error intesting.

WARNING

3-10


Hybrid Performance Test

Overview

The Hybrid System uses a combination of diesel engine and electric power to provide varying levels of torque during vehicle op-eration. If the Hybrid system has a fault, or if a hybrid component is above the optimum operating temperature, the vehicle willreduce the amount of available Motor/Generator torque.

Note: Some faults codes will affect the amount of torque available from the Motor/Generator and will be noticeable to the driver.


Symptoms

• Vehicle acceleration performance is not acceptable

Possible Causes

• Hybrid liquid cooling system

• PEC air cooling system restriction or poor air flow

• Reduce engine power

• Truckload capacity above the rated amount

Required Tools


3-11

Symptom Isolation ProceduresHybrid Perform

ance Test


1. Key on.

2. Connect ServiceRanger tothe 9-pin diagnosticconnector in the cab andview the following DataMonitor parametersunder the Hybrid (Engineand Brake) list:

• SPN 513 Actual EngineTorque

• SPN 518 Requested EngineTorque

If actual torque is equal torequested torque

Go to Step B.

If actual torque is less thanrequested torque

Refer to OEM for engine powerconcern. Go to Step V.


1. Select the "Data Monitor"option and view thefollowing parameter:

• Battery TemperaturePID 115

If Battery temperature isbelow 40°C

Refer to OEM for engine powerconcern. Go to Step V.

If temperature if above 40°C Inspect the battery coolingsystem for the following.

• Plugged intake orexhaust ports

• Restricted or pluggedair filter

• Failed battery coolingfan

Refer to the OEM for proceduresand specifications. Go to Step Vafter making repairs.

3-12



1. Key off.



4. Key on. If vehicle exhibits normalamount of power

Test complete.

If vehicle seems to producelack power


3-13

Symptom Isolation ProceduresServiceRanger Test

ServiceRanger Test

Overview

The service tool ServiceRanger communicates with both the Hybrid Control Module (HCM) and the Transmission Electronic Con-trol Unit (TECU) for all diagnostic information over the J-1587 and J-1939 data links. The tool connects to the standard 9-pin di-agnostic connector in the cab.

Note: All Hybrid systems require the new ServiceRanger Midas along with the Nexiq USB communication box.

Note: This symptom-based test should only be performed if you were sent here from the Diagnostic Procedure.

Symptoms

• ServiceRanger does not communicate with vehicle

Possible Causes

• Incorrect ServiceRanger software version

• Incompatible communication box

• J-1939 or J-1587 data link

• 9-pin diagnostic connector power or ground

• HCM

• TECU

Required Tools


3-14


ServiceRanger Test Wiring Schematics


3738

3536

16

12

1322

23282934

7

TECU

HCMD


37 38

35 36

1 67 12

13 22

23 28

29 34


3J1939 High

3J1939 High TECU

A

2

2

J1939 Low TECU

J1939 Low

J1939 High

J1939 Low

AF

J

E

GH

DC

B


E

F

C

B

G

11

10

11

10

H

J

Ground

12V Batt

J1587 PlusJ1587 Minus

J1587 Minus

CAN High

CAN Low

J1587 Plus

J1587 Plus

J1587 Minus


3-15



1. You should only perform thissymptom test if you were senthere from the DiagnosticProcedure.

2. Connect ServiceRangerto the 9-pin diagnosticconnector in the cab.

3. Select the green "Connect"tab

If the ServiceRanger screencomes up

Go to Step B.

If ServiceRanger shows a"Failed to Connect" errormessage

Go to Step D.


1. View the J-1587 and J-1939 connection icons atthe bottom of theServiceRanger screen

If both data link lamps arehighlighted green

Go to Step C.

If either data link lamp ishighlighted red

Go to Step E.


1. View the VehicleComponents selection inServiceRanger and note ifthe HCM and TECU areboth listed on J-1587 andJ-1939

If the TECU and HCM bothappear on the list twice

ServiceRanger is communicatingwith the vehicle and has fullfunctions available to it. Go toStep V.

If the TECU or HCM aremissing from the list butthe other modules are listed

Go to Step G.

3-16



1. Key on.

2. Disconnect ServiceRanger fromthe 9-pin diagnostic connector.

3. Measure voltage at the 9-pin diagnostic connectorfrom pin A to pin B

If voltage is 11 - 13 volts Concern is with thecommunication box or cable. Tryanother communication box andcable. Go to Step V.

If voltage is out of range Repair the power supply to the 9-pin connection. Go to Step A.


1. Key off.

2. Measure resistance between thefollowing pins at the 9-pindiagnostic connector:

• F to G

• F to ground

If resistance from pin F to pinG is 1.8K-2.5K ohms andresistance from pin F toground is 10k ohms orgreater

Go to Step F.


Repair OEM vehicle harness. Goto Step V.


1. Key off.

2. Measure resistancebetween the followingpins at the 9-pindiagnostic connector:

• C to D

• C to ground

If resistance from pin C to pinD is 50-60 ohms andresistance from pin C toground is 10k ohms orgreater

Concern is with one of thefollowing areas:

• PC

• Communication Box

• CablesRefer to the ’Diagnostic Tools’section for list of compatiblediagnostic tools. If concern isstill present, contact Eaton at1-800-826-HELP (4357).


Repair OEM vehicle harness. Goto Step V.

3-17



1. Perform the ElectricPretest

If the Electrical Pretestpasses

Go to Step H.

If the Electrical Pretest findsan issue

Repair the concern and repeatstep A.


1. Key off.








Repair J-1939 data link Harnessbetween HCM and closestconnector. Go to Step V.

3-18



1. Key off.



4. Measure resistancebetween TECU VehicleHarness 38-wayconnector pin 10 and 11.


If resistance between pin 10and 11 is between 0-.3 ohms



Repair J-1939 data link Harnessbetween HCM and closestconnector. Go to Step V.


1. Key off.



4. Key on. If ServiceRanger communicateswith both the HCM and the TECU

Test complete.

If ServiceRanger fails tocommunicate with the HCMand TECU

Return to Step A to finderror in testing.

3-19

Symptom Isolation ProceduresGear Engagem

ent Test

Gear Engagement Test

Overview

The Hybrid Control Module (HCM) normally commands the different gears shifts which are done through the Transmission Elec-tronic Control Unit (TECU). The HCM also controls the Electric Clutch Actuator (ECA), which changes the position of the clutch.


Symptoms

• Transmission will not engage a gear from Neutral and warning tone sounds (Solid "N" in Gear Display).

• Transmission will not engage a gear from Neutral (Flashing Gear in Gear Display). This symptom is addressed in the FrontBox Symptom test.

• Transmission will not move from a stop (Solid Gear number in Gear Display).

Possible Causes

• Transmission

• Service Brake Switch

• Boom/Outrigger switch

Required Tools


Messages from the Body Controller to the HCM

Signal Value Meaning Description

Prohibit Driving 01

Allow DrivingProhibit Driving

Body Controller is requesting the HCM not allow gearengagement from neutral.

Messages from the Engine, Chassis, or Body Controller to the TECU


Brake Switch 01

Not AppliedApplied

The ECU is confirming the current state of the servicebrake switch.

3-20




2. Depress "N" on the PushButton Shift Control.

If "N" is present on the GearDisplay

Go to Step B.

If "N" is not present on theGear Display.

Refer to the DiagnosticProcedure for the correctSymptom based test to perform.


1. Key on.

2. Start engine.

3. Depress service brakeand select "D."

If gear display shows a "N"and a warning tone sounds

Go to Step D.

If Gear Display shows aflashing gear with no arrows

Go to Front Box Test.

If Gear Display shows a solidgear, but vehicle will notmove

Go to Step C.


1. Key on.

2. Connect ServiceRangerand view the followingData Monitor parameterPID 154 "Prohibit Driving."

Prohibit Driving reads 0(Allow Driving)

Contact Eaton at 1-800-826-HELP [4357].

Prohibit Driving reads 1(Prohibit Driving)

Ensure boom and outriggers arefully retracted. Contact yourOEM for repair procedures.

3-21

Symptom Isolation ProceduresGear Engagem

ent Test


1. Key on.

2. View the following DataMonitor parameter whiledepressing the servicebrake:

• SPN 597 "ServiceBrake Status"

If the service brake switchstatus is depressed when youapply the brakes

Contact Eaton at 1-800-826-HELP [4357].

If the service brake switchdoes not change status

Repair service brake wiring orswitch. Contact your OEM forrepair procedures.


1. Key off.



4. Key on. If the transmission willengage a gear and movefrom a stop

Test complete.

If the transmission will notengage a gear or move froma stop


3-22


ePTO Test

OverviewThe ePTO feature allows the diesel engine to remain off for extended periods of time during PTO usage. The DC/DC Converter isenergized only in ePTO mode so it can charge the 12-volt battery system. The Hybrid Control Module (HCM) operates the Motor/Generator to power the transmission mounted PTO. If the high-voltage batteries get low, the HCM will start the engine with theMotor/Generator or the standard 12-volt system. The selection of the ePTO mode is done by pressing the mode button on thePush Button Shift Control. Some applications use a Chassis or Body Controller to control the PTO and send information to theHCM. Other applications use the HCM to control and confirm engagement of the PTO. The Body Controlled option is referred toas the J-1939 option and the HCM controlled is referred to as the Analog option.

Note: If you want to determine which module is controlling the PTO you need to connect ServiceRanger and select the "RoadRang-er Configurations" screen. Under the Hybrid Control Module option there will be a listing for PTO Feedback, which is eitherAnalog Controlled (HCM), or J-1939 Controlled (Body Controller).

Note: This symptom based test should only be performed if you were sent here from the Diagnostic Procedure and you have noactive fault codes.

Symptoms

• ePTO lamp does not illuminate when mode is selected

• ePTO lamp flashes and the push button tone sounds

• ePTO lamp is lit but the hydraulic lift does not operate when the controls are used

• ePTO lamp is lit but the PTO pump fails to turn off after PTO usage

• ePTO lamp is lit but the diesel engine runs frequently or all the time

Messages from the Body Controller to the HCM


OK to Crank 01

No OKOK

Body Controller will allow the Hybrid HCM to auto-matically start the engine in ePTO if necessary.

PTO Engaged 01

DisengagedEngaged

Body Controller is confirming the PTO is engaged.

Request Engine Run 01

No RequestRequest

Body Controller is requesting the HCM to start theengine.

Hydraulic Demand 01

No DemandDemand

Body Controller is requesting the Hybrid to turn thetransmission and provide PTO power.

ePTO Request 01

FalseTrue

TECU is sending the request to the HCM

ePTO Confirmation 01

FalseTrue

HCM is confirming it received the message

3-23

Symptom Isolation ProceduresePTO Test

Possible Causes

• Transmission not in neutral

• HCM System Fault

• TECU System Fault

• PTO Pump

• HCM

• Body Hydraulic Pressure and Demand Switches

• Boom or Outrigger switches

• Hybrid System Harness

• Hood switch

• PTO Ball Switch

• TECU

• PBSC

Required Tools




2. Key on.

3. Depress "ePTO" on thePush Button ShiftControl.

If "ePTO" lamp is lit on thePush Button Shift Control

Go to Step B.

If "ePTO" lamp is not lit on the PushButton Shift Control

Replace the Push Button ShiftControl. Make sure there are noactive fault codes 16, 35, 24, 48,or 59. Go to Step V.

If "ePTO" lamp is flashing onthe Push Button Shift Controland the tone sounds

Go to Step F.

3-24



1. Use the controls tooperate the HydraulicLift.

Hydraulic Lift operates Go to Step C.

Hydraulic Lift does notoperate

Go to Step K.


1. Release the controls onthe Hydraulic Lift and letthe vehicle set

PTO pump shuts off

Note: The run time may varydepending on the type ofsystem and size ofaccumulators that need to becharged.

Go to Step D.

PTO pump continues tooperate

Go to Step L.


1. Operate the Hydrauliccontrols until the dieselengine turns on.

2. Connect ServiceRanger andselect the Data Monitor option.

Diesel engine cycles on forsome time then shuts backdown

Test Complete. Go to Step V.

3. View the High-Voltage Battery listand view the PID 133 "BatterySOC."

Diesel engine never cycleson and PID 133 "BatterySOC’ is less than 23%

Concern with engine. The Hybridsystem will attempt to start theengine when the SOC goesbelow 23%. Contact your OEMfor repair procedures.

Diesel engine never cycleson and PID 133 "BatterySOC’ is greater than 23%

Battery SOC must be below 23%before the Hybrid system willrequest the engine to start.Continue to operate the hydrauliccontrols until the engine comeson.

Diesel engine cycles on, andnever shuts down, and PID133 "Battery SOC’ is less than68%

Go to Step E.

Diesel engine cycles on, andnever shuts down, and PID133 "Battery SOC’ is greaterthan 68%

Go to Step E.

3-25




2. View the Data Monitorparameter PID 152"Request Engine Run."

If PID 152 "Request EngineRun" reads 0 (No Request)and PID 133 "Battery SOC" isless than 68% the currentpower usage is enough torequire the engine to remainon so the system can deliverthe power demands.

If the power demands arereduced the engine should shutdown because the SOC will goover 68%.

If the PID 152 "Request EngineRun" reads 0 (No Request)and PID 133 "Battery SOC" isgreater than 68%


If PID 152 "Request Enginerun" reads 1 (Request) theBody Controller is requestingthe engine to remain on.

This may be a leak in the airsystem or a low 12-volt system.Contact your OEM for repairprocedure.


1. Observe the gear display Gear Display shows a solid "N"or number

Go to Step G.

Gear Display shows a "PD" Your in a diagnostic mode. Toexit this mode turn the key off fortwo minutes and then back on.Repeat Step F.


1. Depress the "N" on thePush Button and observethe lamp.

Lamp is displayed solid Go to Step H.

Lamp is flashing Repair the concern with thetransmission not achievingneutral. Go to the DiagnosticProcedure on page 1-10.

3-26




2. View the Data Monitorparameter PID 164 "ePTOMode Confirmation"

PID 164 "ePTO ModeConfirmation" reads 1 (True)

Go to Step I.

PID 164 "ePTO ModeConfirmation" reads 0 (False)

Go to Step M.


1. View the Data Monitorparameter PID 149 "PTOEngaged"

PID 149 "PTO Engaged" reads1 (Engaged)

Go to Step J.

PID 149 "PTO Engaged" reads0 (Disengaged


Step J Procedure Condition Action

1. View the Data Monitorparameter PID 163 "ePTORequest"

PID 163 "ePTO Request"reads 1 (True)


PID 163 "ePTO Request"reads 0 (False)

Concern is with mechanicalproblem to the PTO, electricalpower to PTO circuit, airpressure, or signal wire fromPTO. Contact your OEM forrepair procedures.

3-27


Step K Procedure Condition Action

1. Operate the Hydraulic Liftwhile monitoring the DataMonitor parameters:

a. PID 151 "HydraulicDemand" located in the"ePTO" list

b. PID 133 "Battery SOC"located in the "HV Battery"list

PID 151 "Hydraulic Demand"reads 1 (Demand) and PID133 "Battery SOC" is greaterthan 23%

Concern is with the PTO pump.Contact your OEM for repairprocedure.

PID 151 "Hydraulic Demand"reads 1 (Demand) and PID133 "Battery SOC" is less than23%

Concern is engine not starting torecharge the Hybrid System. TheHybrid system will request theengine to start when the SOC isless than 23%. Contact yourOEM for repair procedures.

PID 151 "Hydraulic Demand"reads 0 (No Demand)

Concern is with lack of hydraulicdemand on the HCM from theBody Controller which can becaused by a faulty pressureswitch/transducer. Contact yourOEM for repair procedure.

Step L Procedure Condition Action

1. Release the hydraulic controls.

2. Connect ServiceRanger andselect the Data Monitor option.

3. View PID 151 "HydraulicDemand" under the ePTOlist

PID 151 "Hydraulic Demand"reads 1 (Demand)

Concern with the constantHydraulic demand from the BodyController. Contact your OEM forrepair procedures.

PID 151 "Hydraulic Demand"reads 0 (No Demand)


3-28


Step M Procedure Condition Action

1. Key on.


3. Ensure there are no TECUor HCM fault codes 66,87, 18, 97, or 8

No fault codes present Go to Step N.

Fault codes are present Go to the Diagnostic Procedureon page 1-10.

Step N Procedure Condition Action

1. View the following Data Monitorparameters from the "HybridTransmission" list and make surethey match the required values:

• PID 191 OutputShaft Speed = 0rpm

• SPN 524 SelectGear = 0

• SPN 523 CurrentGear = 0

All the parameters onServiceRanger match thevalues shown

Go to Step O.

The parameters onServiceRanger do not matchthe values shown

Turn the ignition key off for twominutes then power back up andread the values again. If thevalues still read do not matchcontact Eaton at 1-800-826-HELP (4357).

Step O Procedure Condition Action

1. View the following Data Monitorparameters from the "HybridePTO" list and make sure theymatch the required values:

• PID 153 "OK toCrank" = 1

PID 153 "OK to Crank" reads 1 Contact Eaton at 1-800-826-HELP (4357).

PID 153 "OK to Crank" reads 0 Concern is with the hood switchreading an open or the parkingbrake switch reading not applied.Contact your OEM for repairprocedures.

3-29



1. Key off.


3. Key on.

4. Place Shift Control intoePTO Mode.

If PTO system operates Test complete.

If PTO system does notoperate


4-1

Appendix

Hybrid Utility Wiring Diagram with Push Button Shift Control

4-2

AppendixW

iring Diagrams

4-3

Appendix

Hybrid Transmission ECU System Harness

Gear selectmotor

Rail selectmotor

Electricshifter

A

B

A

B

Rail selectsensor

Gear selectsensor

Input shaft speed sensor

Output shaftspeed sensor

181920

101112

78

2324

A

B

C

A

B

C

3537

3638

B

C

A

173125

D

For TransmissionDiagnostics

4-way

B - Service Bat. +C - Service Bat. -A - Service Ignition +

BCA

Transmission ECU

4-4

AppendixConnector Pin Descriptions

Connector Pin Descriptions

TECU and HCM Connectors

Please note the location and orientation of the HCM and TECU connectors.

HCM - Vehicle Interface Connector

TECU - Vehicle Interface Connector

HCM - Hybrid System Interface Connector

Terminal Side - Harness Connector(HCM - Vehicle Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34

Terminal Side - Harness Connector (HCM - Hybrid System Interface Connector)

37 38

35 36

1 67 12

13 22

23 28

29 34

Terminal Side - Harness Connector (TECU - Vehicle Interface Connector)

3738

3536

16

12

1322

23282934

7

CAUTION

4-5

Appendix

The backshell should always face down on the harness connectors.

Transmission Controller 38-Way (Vehicle Interface Connector)

Description From Pin# To Pin# AWG

Not Used 1 Plug

J1939 Low (CAN) TECU 2 1939 Backbone B 18 TXL

J1939 High (CAN) TECU 3 1939 Backbone A 18 TXL

Start Enable Relay Minus TECU 4 AS Start Enable Relay 85 18 TXL

Not Used 5 Plug

Not Used 6 Plug

Not Used 7 Plug

Not Used 8 Plug

Not Used 9 Plug

J1587 Plus TECU 10 Splice into 1587 A 18 TXL

J1587 Minus TECU 11 Splice into 1587 B 18 TXL

Not Used 12 Plug

Not Used 13 Plug

Not Used 14 Plug

Not Used 15 Plug

Not Used 16 Plug

Not Used 17 Plug

Not Used 18 Plug

Not Used 19 Plug

Not Used 20 Plug

Not Used 21 Plug

Not Used 22 Plug

Not Used 23 Plug

Not Used 24 Plug

Shift Control Power Minus TECU 25 PBSC J3 18 TXL

Start Enable Latch TECU 26 AS Start Enable Relay 87 18 TXL

HIL Low (Proprietary CAN) TECU 27 PBSC F2 18 TXL

HIL High (Proprietary CAN) TECU 28 PBSC F1 18 TXL

Not Used 29 Plug

Not Used 30 Plug

Shift Control Power Plus TECU 31 PBSC C1 18 TXL

Start Enable Relay Plus TECU 32 AS Start Enable Relay 86 18 TXL

4-6


Hybrid Controller 38-Way (Vehicle Interface Connector)

Not Used 33 Plug

Not Used 34 Plug

Ignition TECU 35 10A Fused SwitchedPower from Ignition Bus

12 GXL or14SXL

Battery Minus TECU 36 Ground at Battery orStarter

12 GXL

Not Used 37 Plug

Battery Plus TECU 38 30A Fused Non-Switched 12 GXL


Not Used 1 Plug

J1939 Low (CAN) HCM 2 1939 Backbone B 18 TXL

J1939 High (CAN) HCM 3 1939 Backbone A 18 TXL

12v Cranking Relay Minus HCM 4 12v Cranking Relay 85 Plug

Not Used 5 Plug

Not Used 6 Plug

Not Used 7 Plug

Not Used 8 Plug

Not Used 9 Plug

J1587 Plus HCM 10 Splice into 1587 18 TXL

J1587 Minus HCM 11 Splice into 1587 18 TXL

Not Used 12 Plug

Not Used 13 Plug

Not Used 14 Plug

Not Used 15 Plug

Not Used 16 Plug

Not Used 17 Plug

PTO Signal HCM 18 PTO 18 TXL

Not Used 19 Plug

Engine Crank Request HCM 20 Crank Position on Switch 18 TXL

Not Used 21 Plug

Not Used 22 Plug

Service Lamp HCM 23 4-pin Service Connector D 18 TXL

PTO Request (Non J-1939 BCU) HCM 24 BCU 18 TXL


4-7

Appendix

Hybrid Controller 38-Way (Hybrid System Interface Connector)

Not Used 25 Plug

12v Cranking Relay Latch HCM 26 12v Cranking Relay 87 18 TXL

CAN Low (Proprietary CAN) HCM 27 HEV Backbone B 18 TXL

CAN High (Proprietary CAN) HCM 28 HEV Backbone A 18 TXL

Not Used 29 Plug

Not Used 30 Plug

Not Used 31 Plug

12v Cranking Relay Plus HCM 32 12v Cranking Relay 86 18 TXL

Not Used 33 Plug

Not Used 34 Plug

Ignition HCM 35 Fused 10A to Ignition Re-lay

12 GXL or14SXL

Battery Minus HCM 36 Battery Ground 12 GXL

Not Used 37 Plug

Battery Plus HCM 38 Fused 30A Battery 12 GXL


Not Used 1 Plug

Inverter Enable HCM 2 Fuse 5A 15 18 TXL

Not Used 3 Plug

Coolant Pump & Battery Fan Relay Mi-nus

HCM 4 Coolant Pump Relay &Battery Fan Relay

85 18 TXL

High-Voltage Relay Minus HCM 5 High-Voltage Relay 4 18 TXL

PTO Power Minus HCM 6 PTO 18 TXL

Not Used 7 Plug

Not Used 8 Plug

Not Used 9 Plug

Not Used 10 Plug

DC/DC Converter Temperature HCM 11 DC/DC Converter 3 18 TXL

Not Used 12 Plug

ECA Ignition HCM 13 ECA H 18 TXL

Not Used 14 Plug

Not Used 15 Plug

Not Used 16 Plug


4-8


Service Battery Plus 17 Service Port A 18 TXL

Not Used 18 Plug

DC/DC Converter Feedback Voltage HCM 19 DC/DC Converter 1 18 TXL

Not Used 20 Plug

Not Used 21 Plug

Not Used 22 Plug

Not used 23 Plug

Not Used 24 Plug

Service Ignition HCM 25 Service Port C 18 TXL

Battery Cooling Fan Relay Plus HCM 26 Battery Cooling Fan 86 18 TXL

Not Used 27 Plug

APG Enable HCM 28 APG C 18 TXL

Not Used 29 Plug

Not Used 30 Plug

Service Battery Minus HCM 31 Service Port B 18 TXL

Coolant Pump Relay Plus HCM 32 Coolant Pump Relay 86 18 TXL

High-Voltage Relay Plus HCM 33 High-Voltage Relay 3 18 TXL

PTO Power Plus HCM 34 PTO 18 TXL

Heat Exchanger Plus HCM 35 HEF Relay 86 12 GXL or14SXL

Not Used 36 Plug

Heat Exchanger Minus HCM 37 HEF Relay 85 18 TXL

Not Used 38 Plug


4-9

Appendix

Push Button Shift Control Connector

Push Button Shift Control 30-Way Connector


HIL High PBSC F1 TECU 28 18

HIL Low PBSC F2 TECU 27 18

Shift Control Power Minus PBSC J3 TECU 25 18

Shift Control Power Plus PBSC C1 TECU 31 18

Vdash PBSC B3 Dimmer Control Spliced 18

27282531

Terminal Side - Harness ConnectorTransmission ECU Connector

(Vehicle Interface)

J1

Dimmer control input

Push Button Shift Control

Push Button Shift ControlDelphi 30-way connector

C2 F 2 F 1 J 3 C 1 B 3

Bulkhead connectorlocated at firewall

Terminal Side - Harness ConnectorPush Button Shift Control (Delphi 30-Way Connector)

Transmission ECU Connector (Vehicle Interface) Back side

of gaugesDash lights

37 38

35 36

1 67 12

13 22

23 28

29 34

ABCDEFGHJK

1

2

3

A1

A3

K1

K3

4-10


Inverter Connectors

Inverter 56-Way Connector


Gnd 1 Inverter 1 Chassis Ground 18

Gnd 2 Inverter 2 Chassis Ground 18

CAN High 1 Inverter 13 HEV Backbone A 18

CAN High 2 Inverter 14 PEC 1 18

Inverter Enable Inverter 15 HCM 2 18

Relay Box Enable Inverter 16 PEC 6 18

CAN Low 1 Inverter 27 HEV Backbone B 18

CAN Low 2 Inverter 28 PEC 2 18

PreChg + Inverter 29 PEC 17 18

Main (+) + Inverter 30 PEC 9 18

High Voltage DC Yazaki Connector

Mounting BracketCapscrews (M5 0.8 - 6H)

Ground Strap

High Voltage AC Amphenol Connector

Ground StrapBracket

Phase V

Phase WPhase U

DC (+) DC (-)

114

1528

2942

4356

Terminal Side - Harness ConnectorDelphi 56-Way Connector View

4-11

Appendix

Main (-) + Inverter 31 PEC 13 18

Gnd B Inverter 34 PEC 7 18

Main (+) - Inverter 35 PEC 11 18

Main (-) - Inverter 36 PEC 15 18

Prechg - Inverter 37 PEC 19 18

TMGnd Inverter 38 Temp Sender 2 18

RBSw(+) Inverter 48 Inverter 49 18

RlyOff (B1) Inverter 43 PEC 5 18

RlyOff (O) Inverter 47 Chassis Gnd 18

TM Inverter 50 Temp Sender 1 18

REZ_S4 Inverter 51 Resolver 4 18




REZ_Minus Inverter 55 Resolver 5 18

REZ_Plus Inverter 56 Resolver 6 18

Inverter 56-Way Connector


4-12


Power Electronics Carrier (PEC) Connectors

PEC 19-Way Connector


CAN High PEC 1 Inverter 14 18

CAN Low PEC 2 Inverter 28 18

HV Relay (+) PEC 3 HCM 33 18

HV Relay (-) PEC 4 HCM 5 18

RelayOff PEC 5 Inverter 43 18

Mating Connector View (Deutsch 19 - Way)

8 9

1

2

3

45

6

7 10

11

12

131415

16

17

18

19

High Voltage DC Connector (Yazaki Connector)

High Voltage DC Connector (Yazaki Connector)

High Voltage DC/DC Connector (Yazaki Connector)

Low Voltage Deutsch19 - Way Connector

Caution: The PEC 19-way low-voltage connector needs to have the back shell and strain relief such that the unit will not allow water entry from direct spray.

4-13

Appendix

BCU (+) PEC 6 Inverter 16 18

BCU (-) PEC 7 Inverter 34 18

Main (+) + PEC 9 Inverter 30 18

Main (+) - PEC 11 Inverter 35 18

Main (-) + PEC 13 Inverter 31 18

Main (-) - PEC 15 Inverter 36 18

PreChg + PEC 17 Inverter 29 18

PreChg - PEC 19 Inverter 37 18

Battery Fan Plus PEC 12 Battery Fan CoolingRelay

87 12

Battery Fan Minus PEC 14 Battery Negative - 12

PEC High-Voltage (DC) Connector to Inverter

Description From Pin# To Pin# Wire Diameter

DC + PEC A Inverter A 15mm²

DC - PEC B Inverter B 15mm²

Loose Disconnect PEC 1 PEC 2 0.8 mm² (18 AWG)

PEC High-Voltage (DC) Connector to DC/DC Converter


DC + PEC A DC/DC Converter A 14 AWG

DC - PEC B DC/DC Converter B 14 AWG

Loose Disconnect PEC 1 DC/DC Converter 1 0.8 mm² (18 AWG)

Loose Disconnect PEC 2 DC/DC Converter 2 0.8 mm² (18 AWG)

Inverter High-Voltage (AC) Connector


Phase 1 Inverter A Motor/Gen A 4 AWG

Phase 2 Inverter B Motor/Gen B 4 AWG

Phase 3 Inverter C Motor/Gen C 4 AWG

Inverter High-Voltage (DC) Connector


DC + Inverter A PEC A 15mm²

DC - Inverter B PEC B 15mm²

Loose Disconnect Inverter 1 Inverter 2 0.8 mm² (18 AWG)

PEC 19-Way Connector


4-14


Electric Clutch Actuator (ECA) Connectors

ECA 3-Way Connector


Ignition ECA A Not Used Plug

Battery Minus ECA B Chassis Ground Battery - 12

Battery Plus ECA C Fused 30 amp fromVbatt

Battery + 12

ECA 8-Way Connector


CAN High ECA A CAN Backbone A 18

CAN Low ECA B CAN Backbone B 18

CAN - Pass ECA C Not Used Plug

Signal ECA D Not Used Plug

CAN + Pass ECA E Not Used Plug

Engine Flywheel Speed Sensor Plus

ECA F Speed Sensor + A 18

HCM

2827

AB

AB

F GF G

30 AMP fuse

Battery power(Non-switched power)

run to the Battery

Engine Flywheel Speed Sensor(Eaton Supplied)

A B C

Terminal Side - Harness ConnectorMetri-Pack 3-Way Connector

Terminal Side - Harness Connector Metri-Pack 8-Way Connector

13

E F G H

D C B A

A B C

4-15

Appendix

Engine Flywheel Speed Sensor Mi-nus

ECA G Speed Sensor - B 18

ECA Ignition ECA H HCM 13 18

ECA 8-Way Connector


4-16


Motor/Generator Connectors

High Voltage AC Ampenol Connector

Temperature SensorConnector

Resolver Connector

Low Voltage Yazaki

Views looking into connectors with wires exiting the opposite side.

Terminal Side - Harness ConnectorTemperature Sensor

(Yazaki 2-pin connector)

Terminal Side - Harness ConnectorResolver

(Yazaki 6-pin connector)

4-17

Appendix

Motor/Generator Resolver Connector


Resolver Signal 3 Motor/Gen 1 EPS Inverter 53 18




Resolver - Motor/Gen 5 EPS Inverter 55 18

Resolver + Motor/Gen 6 EPS Inverter 56 18

Motor/Generator Temperature Sensor Connector


Motor Temp Motor/Gen 1 EPS Inverter 50 18

Motor Temp Gnd Motor/Gen 2 EPS Inverter 38 18

Motor/Generator High-Voltage (AC) Connector


Phase 1 Motor/Gen A Inverter A 4 AWG

Phase 2 Motor/Gen B Inverter B 4 AWG

Phase 3 Motor/Gen C Inverter C 4 AWG

Bottom View

Ground StrapBracket

Ground Strap

4-18


Typical DC/DC Converter Circuit

Remove the 12-volt battery cables prior to working on the DC/DC converter.

DC/DC Converter 4-way Deutsch OEM Connector


Ground DC/DC 4 Ground 18

Thermocouple DC/DC 3 HCM 11 18

Not Used DC/DC 2 Not Used Plug

Voltage Feedback DC/DC 1 HCM 19 18

Converter High-Voltage (DC) Connector


DC + DC/DC A PEC A 14

DC - DC/DC B PEC B 14

DC(-)

DC(+)

12V DC(+)

12V DC(-)

High Voltage DC Yazaki Connector

Test Port Connection(Not Used)

OEM Connection

Deutsch 4-Way OEM Connector

WARNING

4-19

Appendix

Loose Disconnect DC/DC 1 PEC 1 18

Loose Disconnect DC/DC 2 PEC 2 18

Converter 12volt Studs


12volt + DC/DC Battery PositivePost

2

12volt - DC/DC Battery NegativePost

2

Converter High-Voltage (DC) Connector


For spec’ing or service assistance call 1-800-826-HELP (4357 or visit our web site at www.roadranger.com.In Mexico, call 001-800-826-4357.

Eaton Corporation • Truck Components Operations • P.O. Box 4013 • Kalamazoo, MI 49003 • U.S.A. • www.roadranger.com

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©2008 Eaton Corporation · All rights reserved.Printed in USA

Copyright Eaton Corporation and Dana Limited, 2008. Eaton and Dana

hereby grant their customers, vendors, or distributors permission to freely copy,reproduce and/or distribute this documentin printed format. It may be copied only in itsentirety without any changes or modifications.THIS INFORMATION IS NOT INTENDEDFOR SALE OR RESALE, AND THIS NOTICEMUST REMAIN ON ALL COPIES.

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