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Section E: Allison Electric Drives TM H 40/50 EP System TM

SAE J1939 Communication
ALLISON TRANSMISSION DATALINK COMMUNICATIONS

Major topics included are:

Table of Contents

1.0 Purpose

2.0 Applicable Documents

3.0 J1939 Message Overview

4.0 Specific Function or Feature Requirements

5.0 Auto-Detection

6.0 Broadcast Parameters

7.0 Parameter Reception

8.0 Potential Future Message and Parameter Support

9.0 Network Management Support

10.0 Proprietary Messages

11.0 J1939 Hardware

12.0 Acronyms and Abbreviations

13.0 Change History

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 1 of 171
 TABLE OF CONTENTS
1.0 Purpose ....................................................................................................................................................... 7
2.0 Applicable Documents .............................................................................................................................. 8
3.0 J1939 Message Overview .......................................................................................................................... 9
3.1. TABLES OF SUPPORTED PARAMETERS TRANSMITTED ............................................................................. 11
3.2. TABLES OF SUPPORTED PARAMETERS RECEIVED ................................................................................... 19
4.0 Specific Function or Feature Requirements ......................................................................................... 30
4.1. DEVICES ATTACHED TO THE J1939 DATA LINK ....................................................................................... 30
4.2. REDUCTION OF J1939 BUS LOADING ..................................................................................................... 30
4.3. ENGINE MANAGEMENT AND ENGINE BRAKE MANAGEMENT...................................................................... 30
4.4. ANTI-LOCK BRAKES (ABS) .................................................................................................................... 30
4.5. ANTI-SLIP REDUCTION (ASR)/AUTOMATIC TRACTION CONTROL (ATC) ................................................... 30
4.6. VEHICLE AND DRIVER INTERFACE FUNCTIONS ........................................................................................ 31
4.6.1. Transmission Status Information .............................................................................................. 31
4.6.2. Wait to Start Status ................................................................................................................... 31
4.6.3. DC-to-DC Converter.................................................................................................................. 31
5.0 Auto-Detection ......................................................................................................................................... 32
6.0 Broadcast Parameters ............................................................................................................................. 33
6.1. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – TO ENGINE CONTROLLER .................................... 34
6.1.1. Engine Override Control Mode [SPN 695] ................................................................................ 35
6.1.2. Requested Speed Control Conditions [SPN 696] ..................................................................... 35
6.1.3. Override Control Mode Priority [SPN 897] ................................................................................ 35
6.1.4. Engine Requested Speed/Speed Limit [SPN 898] ................................................................... 36
6.1.5. Engine Requested Torque/Torque Limit [SPN 518] ................................................................. 36
6.1.6. Engine Requested Torque – (Fractional) [SPN 4191] .............................................................. 36
6.1.7. Message Counter [SPN 4206] .................................................................................................. 37
6.2. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – TO ENGINE RETARDER ........................................ 38
6.2.1. Engine Override Control Mode [SPN 695] ................................................................................ 39
6.2.2. Requested Speed Control Conditions [SPN 696] ..................................................................... 39
6.2.3. Override Control Mode Priority [SPN 897] ................................................................................ 39
6.2.4. Engine Requested Torque/Torque Limit [SPN 518] ................................................................. 40
6.2.5. Engine Requested Torque – (Fractional) [SPN 4191] .............................................................. 40
6.2.6. Message Counter [SPN 4206] .................................................................................................. 41
6.3. PGN 34560 – ENGINE STATE REQUESTS: ESR – TO ENGINE CONTROLLER .......................................... 42
6.3.1. Desired Engine Fueling State [SPN 5793] ................................................................................ 42
6.4. PGN 54016 – CALIBRATION INFORMATION: DM19 – FROM POWERTRAIN CONTROL MODULE ON
REQUEST .................................................................................................................................................... 44
6.4.1. Calibration Verification Number [SPN 1634] ............................................................................. 45
6.4.2. Calibration Identification [SPN 1635] ........................................................................................ 45
6.5. PGN 57344 – CAB MESSAGE 1: CM1 – TO ENGINE CONTROLLER ......................................................... 46
6.5.1. Requested Percent Fan Speed [SPN 986] ............................................................................... 46
6.5.2. Aftertreatment Regeneration Inhibit Switch [SPN 3695] ........................................................... 47
6.5.3. Aftertreatment Force Switch [SPN 3696] .................................................................................. 47
6.6. PGN 57344 – CAB MESSAGE 1: CM1 – TO FAN DRIVE CONTROLLER .................................................... 48
6.6.1. Requested Percent Fan Speed [SPN 986] ............................................................................... 48
6.7. PGN 59904 – REQUEST: FROM TRANSMISSION...................................................................................... 50
6.7.1. Parameter Group Number (Rqst) [SPN 2540] .......................................................................... 50
6.8. PGN 60160 – TRANSPORT PROTOCOL DATA TRANSFER: TP.DT – FROM TRANSMISSION ........................ 52
6.8.1. Sequence Number [SPN 2572] ................................................................................................. 52
6.8.2. Packetized Data [SPN 2573] .................................................................................................... 52

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 2 of 171
 6.9. PGN 60416 – TRANSPORT PROTOCOL CONNECTION MANAGEMENT BROADCAST ANNOUNCE MESSAGE:
TP.CM_BAM – FROM TRANSMISSION .......................................................................................................... 54
6.9.1. Control Byte [SPN 2556] ........................................................................................................... 54
6.9.2. Total Message Size [SPN 2567] ............................................................................................... 55
6.9.3. Total Number of Packets [SPN 2568] ....................................................................................... 55
6.9.4. Parameter Group Number (PGN) of Packeted Message [SPN 2569] ...................................... 55
6.10. PGN 61440 – ELECTRONIC RETARDER CONTROLLER #1: ERC1 – FROM TRANSMISSION...................... 57
6.10.1. Retarder Torque Mode [SPN 900] .......................................................................................... 57
6.10.2. Source Address of Controlling Device for Transmission Control [SPN 1480] ........................ 58
6.11. PGN 61441 – ELECTRONIC BRAKE CONTROLLER #1: EBC1 – FROM TRANSMISSION ............................ 59
6.11.1. Engine Auxiliary Shutdown Switch [SPN 970] ........................................................................ 59
6.12. PGN 61442 – ELECTRONIC TRANSMISSION CONTROLLER #1: ETC1 ................................................... 61
6.12.1. Transmission Driveline Engaged [SPN 560] ........................................................................... 62
6.12.2. Transmission Shift in Process [SPN 574] ............................................................................... 62
6.12.3. Transmission Output Shaft Speed [SPN 191] ........................................................................ 62
6.12.4. Progressive Shift Disable [SPN 607] ...................................................................................... 63
6.12.5. Transmission Input Shaft Speed [SPN 161] ........................................................................... 63
6.12.6. Source Address of Controlling Device for Transmission Control [SPN 1482] ........................ 63
6.13. PGN 61443 – ELECTRONIC ENGINE CONTROLLER #2: EEC2 – FROM TRANSMISSION........................... 64
6.13.1. Accelerator Pedal 1 Low Idle Switch [SPN 558] ..................................................................... 64
6.13.2. Accelerator Pedal Position 1 [SPN 91] ................................................................................... 65
6.14. PGN 61445 – ELECTRONIC TRANSMISSION CONTROLLER #2: ETC2 ................................................... 66
6.14.1. Transmission Selected Gear [SPN 524] ................................................................................. 66
6.14.2. Transmission Actual Gear Ratio [SPN 526] ............................................................................ 67
6.14.3. Transmission Current Gear [SPN 523] ................................................................................... 68
6.15. PGN 61584 – HIGH VOLTAGE ENERGY STORAGE 1 DATA #1: HVES1D1 ............................................. 69
6.15.1. HVES1 Voltage Level [SPN 5919] .......................................................................................... 69
6.16. PGN 64695 – HYBRID SYSTEM STATUS 2: HSS2 ................................................................................ 70
6.16.1. Hybrid Battery Pack Remaining Charge [SPN 5464] .............................................................. 70
6.17. PGN 64706 – HYBRID SYSTEM STATUS 1: HSS1 ............................................................................... 71
6.17.1. Overview ................................................................................................................................. 71
6.17.2. J1939 Message, Parameter and SA Use ............................................................................... 71
6.17.3. Display Controller Failure Modes and Responses .................................................................. 72
6.17.4. Table of Supported Parameters .............................................................................................. 73
6.17.5. Hybrid System Warning Indicator [SPN 5872] ........................................................................ 73
6.17.6. Hybrid System Overheat Indicator [SPN 5873] ...................................................................... 74
6.17.7. Hybrid System Stop Indicator [SPN 5874] .............................................................................. 74
6.17.8. Hybrid System OBD Related DTC Status [SPN 6810] ........................................................... 74
6.17.9. Propulsion System active [SPN 7315] .................................................................................... 75
6.17.10. Hybrid System Engine Assist Status [SPN 7418] ................................................................. 76
6.17.11. Hybrid System Regenerative Braking Indicator [SPN 7452] ................................................ 76
6.17.12. Hybrid System Initialization Indicator [SPN 7453] ................................................................ 76
6.18. PGN 65098 – ELECTRONIC TRANSMISSION CONTROLLER #7: ETC7 ................................................... 78
6.18.1. Transmission Mode 4 Indicator [SPN 2539] ........................................................................... 78
6.19. PGN 65226 – ACTIVE DIAGNOSTIC TROUBLE CODES: DM1 ................................................................ 80
6.19.1. Protect Lamp [SPN 987] ......................................................................................................... 82
6.19.2. Amber Warning Lamp [SPN 624]............................................................................................ 82
6.19.3. Red Stop Lamp [SPN 623] ...................................................................................................... 82
6.19.4. Malfunction Indicator Lamp [SPN 1213] ................................................................................. 82
6.19.5. Flash Protect Lamp [SPN 3041] ............................................................................................. 83
6.19.6. Flash Amber Warning Lamp (AWL) [SPN 3040] .................................................................... 83
6.19.7. Flash Red Stop Lamp (RSL) [SPN 3039] ............................................................................... 83
6.19.8. Suspect Parameter Number (SPN) [SPN 1214] ..................................................................... 84
6.19.9. Failure Mode Identifier (FMI) [SPN 1215] ............................................................................... 85
6.19.10. Occurrence Count (OC) [SPN 1216] .................................................................................... 85
6.19.11. SPN Conversion Method (CM) [SPN 1706] .......................................................................... 85

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 3 of 171
 6.20. PGN 65242 – SOFTWARE IDENTIFICATION: SOFT – FROM TRANSMISSION ON REQUEST....................... 87
6.20.1. Number of Software Identification Fields [SPN 965] ............................................................... 87
6.20.2. Software Identification [SPN 234] ........................................................................................... 87
6.22. PGN 65252 – SHUTDOWN: SHUTDN – FROM TRANSMISSION .............................................................. 89
6.22.1. Engine Wait to Start Lamp [SPN 1081] .................................................................................. 89
6.23. PGN 65259 – COMPONENT IDENTIFICATION: CI – FROM TRANSMISSION ON REQUEST .......................... 91
6.23.1. Model [SPN 587] ..................................................................................................................... 91
6.24. PGN 65272 – TRANSMISSION FLUIDS 1: TRF1 .................................................................................... 93
6.24.1. Transmission Oil Temperature [SPN 177] .............................................................................. 93
6.24.2. Transmission Oil Level High/Low [SPN 3027] ........................................................................ 93
6.24.3. Transmission Oil Level Countdown Timer [SPN 3028]........................................................... 94
6.24.4. Transmission Oil Level Measurement Status [SPN 3026] ...................................................... 94
7.0 Parameter Reception ............................................................................................................................... 96
7.1. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – TO ENGINE CONTROLLER FROM BRAKE
CONTROLLER............................................................................................................................................... 97
7.1.1. Engine Override Control Mode [SPN 695] ................................................................................ 97
7.1.2. Engine Requested Torque/Torque Limit [SPN 518] ................................................................. 98
7.2. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – TO DRIVELINE RETARDER CONTROLLER (DRC)
FROM BRAKE CONTROLLER .......................................................................................................................... 99
7.2.1. Engine Override Control Mode [SPN 695] ................................................................................ 99
7.2.2. Override Control Mode Priority [SPN 897] .............................................................................. 100
7.2.3. Engine Requested Torque/Torque Limit [SPN 518] ............................................................... 100
7.3. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – FROM A GENERIC EXTERNAL CONTROLLER ......... 101
7.3.1. Engine Override Control Mode [SPN 695] .............................................................................. 101
7.3.2. Override Control Mode Priority [SPN 897] .............................................................................. 102
7.3.3. Engine Requested Torque/Torque Limit [SPN 518] ............................................................... 102
7.3.4. Message Counter [SPN 4206] ................................................................................................ 102
7.4. PGN 00256 – TRANSMISSION CONTROL #1: TC1 – TO TRANSMISSION FROM SHIFT CONTROL PRIMARY 104
7.4.1. Transmission Requested Gear [SPN 525] .............................................................................. 104
7.4.2. Transmission Mode 4 [SPN 1855] .......................................................................................... 106
7.4.3. Transmission Shift Selector Display Mode Switch [SPN 2985] .............................................. 106
7.5. PGN 59904 – REQUEST: GLOBAL PGN REQUEST .............................................................................. 107
7.5.1. Parameter Group Number (Rqst) [SPN 2540] ........................................................................ 107
7.6. PGN 60160 – TRANSPORT PROTOCOL – DATA TRANSFER MESSAGE (TP.DT) ...................................... 109
7.6.1. Sequence Number [SPN 2572] ............................................................................................... 109
7.6.2. Packetized Data [SPN 2573] .................................................................................................. 110
7.7. PGN 60416 – TRANSPORT PROTOCOL CONNECTION MANAGEMENT BROADCAST ANNOUNCE MESSAGE:
TP.CM_BAM – FROM ENGINE ................................................................................................................... 111
7.7.1. Control Byte [SPN 2556] ......................................................................................................... 111
7.7.2. Total Message Size [SPN 2567] ............................................................................................. 112
7.7.3. Total Number of Packets [SPN 2568] ..................................................................................... 112
7.7.4. Parameter Group Number (PGN) of Packeted Message [SPN 2569] .................................... 112
7.8. PGN 61440 – ELECTRONIC RETARDER CONTROLLER #1: ERC1 ......................................................... 114
7.8.1. Retarder Torque Mode [SPN 900] .......................................................................................... 114
7.8.2. Actual Retarder – Percent Torque [SPN 520] ......................................................................... 115
7.9. PGN 61441 – ELECTRONIC BRAKE CONTROLLER #1: EBC1 ............................................................... 116
7.9.1. ASR Engine Control Active [SPN 561] ................................................................................... 117
7.9.2. Anti-lock Braking (ABS) Active [SPN 563] .............................................................................. 117
7.10. PGN 61443 – ELECTRONIC ENGINE CONTROLLER #2: EEC2 ............................................................ 118
7.10.1. Engine Percent Load at Current Speed [SPN 92] ................................................................ 118
7.10.2. DPF ThermaL Management Active [SPN 5399] ................................................................... 119
7.10.3. SCR ThermaL Management Active [SPN 5400] ................................................................... 119
7.11. PGN 61444 – ELECTRONIC ENGINE CONTROLLER #1: EEC1 ............................................................ 120
7.11.1. Engine Torque Mode [SPN 899] ........................................................................................... 121
7.11.2. Actual Engine – Percent Torque (Fractional) [SPN 4154] .................................................... 121

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 4 of 171
 7.11.3. Actual Engine – Percent Torque [SPN 513] ......................................................................... 122
7.11.4. Engine Speed [SPN 190] ...................................................................................................... 122
7.12. PGN 64712 – ELECTRONIC ENGINE CONTROLLER #13: EEC13 ........................................................ 123
7.12.1. Feedback Engine Fueling State [SPN 5794] ........................................................................ 123
7.12.2. Engine Fueling Inhibit Allowed [SPN 5795] .......................................................................... 124
7.12.3. Engine Fueling Inhibit Prevented Reason [SPN 5866] ......................................................... 124
7.13. PGN 64892 – DIESEL PARTICULATE FILTER CONTROL #1: DPFC1.................................................... 126
7.13.1. Aftertreatment Diesel Particulate Filter Passive Regeneration Status [SPN 3699] .............. 128
7.13.2. Aftertreatment Diesel Particulate Filter Active Regeneration Status [SPN 3700] ................. 128
7.13.3. Aftertreatment Diesel Particulate Filter Status [SPN 3701] .................................................. 128
7.13.4. Diesel Patriculate Filter Active Regeneration Inhibited Status [SPN 3702] .......................... 128
7.14. PGN 64912 – ADVERTISED ENGINE TORQUE CURVE: AETC ON REQUEST ......................................... 129
7.14.1. Number of AETC Data Points [SPN 3559] ........................................................................... 130
7.14.2. AETC Speed Value [SPN 3560] ........................................................................................... 130
7.14.3. AETC Torque Value [SPN 3561] .......................................................................................... 130
7.15. PGN 64964 – ELECTRONIC BRAKE CONTROLLER #5: EBC5 – TO TRANSMISSION ............................... 131
7.15.1. Halt brake mode [SPN 2913] ................................................................................................ 131
7.15.2. Hill holder mode [SPN 2912] ................................................................................................. 132
7.15.3. Foundation Brake Use [SPN 2919] ....................................................................................... 132
7.16. PGN 65213 – FAN DRIVE #1: FD1 – FROM ENGINE .......................................................................... 133
7.16.1. Engine Fan 1 Estimated Percent Fan Speed [SPN 975] ...................................................... 133
7.17. PGN 65213 – FAN DRIVE #1: FD1 – FROM FAN DRIVE CONTROLLER ................................................ 134
7.17.1. Estimated Percent Fan Speed [SPN 975] ............................................................................ 134
7.18. PGN 65226 – ACTIVE DIAGNOSTIC TROUBLE CODES: DM1 – FROM ENGINE ...................................... 135
7.18.1. Protect Lamp [SPN 987] ....................................................................................................... 137
7.18.2. Amber Warning Lamp [SPN 624].......................................................................................... 137
7.18.3. Red Stop Lamp [SPN 623] .................................................................................................... 137
7.18.4. Suspect Parameter Number [SPN 1214] .............................................................................. 137
7.18.5. Failure Mode Identifier [SPN 1215] ....................................................................................... 138
7.19. PGN 65247 – ELECTRONIC ENGINE CONTROLLER #3: EEC3 ............................................................ 139
7.19.1. Nominal Friction – Percent Torque [SPN 514] ...................................................................... 139
7.19.2. Engine’s Desired Operating Speed [SPN 515] ..................................................................... 140
7.19.3. Estimated Engine Parasitic Losses – Percent Torque [SPN 2978] ...................................... 140
7.20. PGN 65251 – ENGINE CONFIGURATION 1: EC1 ................................................................................ 141
7.20.1. Engine Speed at Idle, Point 1 [SPN 188] .............................................................................. 142
7.20.2. Engine Percent Torque At Idle, Point 1 [SPN 539] ............................................................... 143
7.20.3. Engine Speed at Point 2 [SPN 528] ...................................................................................... 143
7.20.4. Engine Percent Torque At Point 2 [SPN 540] ....................................................................... 143
7.20.5. Engine Speed at Point 3 [SPN 529] ...................................................................................... 143
7.20.6. Engine Percent Torque At Point 3 [SPN 541] ....................................................................... 144
7.20.7. Engine Speed at Point 4 [SPN 530] ...................................................................................... 144
7.20.8. Engine Percent Torque At Point 4 [SPN 542] ....................................................................... 144
7.20.9. Engine Speed at Point 5 [SPN 531] ...................................................................................... 144
7.20.10. Engine Percent Torque At Point 5 [SPN 543] ..................................................................... 145
7.20.11. Engine Speed at High idle, Point 6 [SPN 532].................................................................... 145
7.20.12. Reference Engine Torque [SPN 544] ................................................................................. 145
7.21. PGN 65252 – SHUTDOWN: SHUTDN – FROM ENGINE ....................................................................... 146
7.21.1. Engine Idle Shutdown has shutdown engine [SPN 593] ...................................................... 147
7.21.2. Engine Wait To Start Lamp [SPN 1081] ............................................................................... 147
7.21.3. Engine protection system has shutdown engine [SPN 1110] ............................................... 147
7.22. PGN 65259 – COMPONENT IDENTIFICATION: CI – FROM ENGINE ON REQUEST ................................... 149
7.22.1. Make [SPN 586] .................................................................................................................... 150
7.22.2. Model [SPN 587] ................................................................................................................... 150
7.23. PGN 65261 – CRUISE CONTROL/VEHICLE SPEED SETUP: CCSS ...................................................... 151
7.23.1. Maximum Vehicle Speed Limit [SPN 74] .............................................................................. 151
7.24. PGN 65262 – ENGINE TEMPERATURE 1: ET1 ................................................................................... 152

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 5 of 171
 7.24.1. Engine coolant temperature [SPN 110] ................................................................................ 152
7.25. PGN 65265 – CRUISE CONTROL/VEHICLE SPEED 1: CCVS1 ............................................................ 153
7.25.1. Parking Brake Switch [SPN 70]............................................................................................. 153
7.26. PGN 65266 – FUEL ECONOMY (LIQUID): LFE1 ................................................................................. 154
7.26.1. Engine Fuel Rate [SPN 183] ................................................................................................. 154
7.27. PGN 65269 – AMBIENT CONDITIONS: AMB ...................................................................................... 155
7.27.1. Barometric Pressure [SPN 108] ............................................................................................ 155
7.27.2. Ambient Air Temperature [SPN 171] .................................................................................... 155
7.28. PGN 65270 – INLET/EXHAUST CONDITIONS 1: IC1............................................................................ 156
7.28.1. Engine Intake Manifold #1 Pressure [SPN 102] ................................................................... 156
7.28.2. Engine Intake Manifold 1 Temperature [SPN 105] ............................................................... 157
7.29. PGN 65494 – CONVERTER INTERFACE VOLTAGES AND CURRENTS: PROPB_CIVC ............................ 158
7.29.1. Converter DC Input Potential [SPN NA] ............................................................................... 158
7.29.2. Converter DC Input Current [SPN NA] ................................................................................. 158
8.0 Potential Future Message & Parameter Support ................................................................................ 160
9.0 Network Management Support ............................................................................................................. 161
10.0 Proprietary Messages .......................................................................................................................... 162
11.0 J1939 Hardware .................................................................................................................................... 163
12.0 Acronyms and Abbreviations ............................................................................................................. 164
13.0 Change History..................................................................................................................................... 166

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 6 of 171
1.0 PURPOSE
This document explains the Allison Transmission H 40/50 EP utilization of the SAE J1939 high-speed
communication data link. The intent is to provide manufacturers of other modules that utilize the J1939
data link with the requirements and the information necessary to be compatible with the H 40/50 EP
system. For each message and parameter, the following information is included:

“SAE Excerpt”
 Parameter and Parameter Group Number (PGN) assignments
 Message update periods
 Relevant text taken directly from the related SAE J1939 document
 Direct quotes are used as much as possible; for complete information, it is strongly recommended
that the actual SAE document be read.

“Allison H 40/50 EP Implementation”

 Supported Source Addresses
 How a parameter is enabled; standard, TCM Reflash-selectable or special calibration
 How broadcast information is determined, and its intended use
 Requirements for other modules (or nodes) to be compatible with the H 40/50 EP system
 Received information requirements, and how the information is utilized
 Support versus software and/or calibration level

“Discrepancy with SAE Recommended Practice”

 Areas not in full compliance with the SAE J1939 standard
 Potential effects are listed, if any exist
 Plan for becoming compliant

Other information in this document includes:

 Minimum system information requirements for specific vehicle or transmission features
 Indications of future J1939 message and parameter support
 Parameters “Auto-Detected” by the Allison H 40/50 EP system, the sources checked, and their order
of priority

WARNING!

This document describes the information being sent by the transmission using the J1939 data
link. In addition, for the information that is being transmitted by other components on J1939, it
describes how that information is used by the transmission.

The Vehicle Builder (OEM) has overall system responsibility for proper implementation of these
messages and appropriate use by other vehicle components in order to achieve a desired vehicle
feature.

Allison Transmission is not responsible for improper or inappropriate use of the data and
information that is sent from the Allison H 40/50 EP system.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 7 of 171
2.0 APPLICABLE DOCUMENTS
The following SAE documents are referenced throughout this document:

SAE J1939 ............. “Recommended Practice for a Serial Control & Communications Vehicle Network”,
revised April 2011
SAE J1939-01 ........ “Recommended Practice for a Serial Control & Communications Network for Truck &
Bus Applications”, Published November 2012

SAE J1939-11 ........ “Recommended Practice for Physical Layer - 250k Baud, Shielded Twisted Pair”,
revised September 2012

SAE J1939-21 ........ “Recommended Practice for Data Link Layer”, revised December 2010

SAE J1939-31 ........ “Recommended Practice for Network Layer”, revised May 2010

SAE J1939-71 ....... “Recommended Practice for Vehicle Applications Layer”, revised May 2012

SAE J1939-73 ……. “Recommended Practice for Applications Layer - Diagnostics”, revised JAN 2016

SAE J1939 Digital Annex, revised November 2016

Electronic and printed copies are available for purchase from:

SAE World Headquarters

400 Commonwealth Drive
Warrendale, PA 15096-0001 USA
Phone: 1-877-606-7323
Web: www.SAE.org

In addition to the above documents, readers are strongly urged to review the Technical Data Book for the
H 40/50 EP System concerning the intended utilization and implementation of the features described in
this document. These books detail wiring and other requirements that may be needed in addition to the
J1939 messaging discussed here.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 8 of 171
3.0 J1939 MESSAGE OVERVIEW
The tables below are intended to give the reader a brief synopsis of current Allison H 40/50 EP J1939
capabilities. Details on individual message and parameter support as well as implementation guidelines
are listed in the document text that follows. The table synopsis includes an inverse black banner at the
top of the table with 5-6 columns of information:
 A description including a message acronym or name optionally followed by text indicating the
controller from/to which the message is sent or from which it is received with a parenthetical line
centered below it indicating the size of the message; single frame messages are typically 8 bytes
in length while multi-frame messages exceed 8 bytes in length with a fixed or variable message
length; messages which exceed 8 bytes in size are transmitted using the transport protocol
broadcast announce message (TP-BAM) delivery method described in detail by the J1939-21
document
 For messages received by the Allison H 40/50 EP system, a timeout (TO) period expressed as
milliseconds (ms) or seconds (s) is shown, or NA if no timeout period applies; there is no TO
value applicable to broadcast messages
 The broadcast rate of the message typically expressed in milliseconds (ms) or seconds (s); if the
rate is enclosed within parenthesis, that signifies “when active”; for example, a rate of (10 ms)
means the message is sent every 10 milliseconds when the message is active; “OR” for the rate
is translated as “On Request” while “AS” and “NA” indicate “Asynchronous” or “Not Applicable”
respectively
 The Parameter Group Number (PGN) of the message expressed as a 4-digit hexadecimal
number
 The source address of the message expressed as a 2-digit hexadecimal number; if the message
can be calibrated from one of a selection of sources, more than one number will appear in the
column; in some cases, the source may be global (0xFF) for transport protocol and request
messages
 The destination address of the message, if applicable, expressed as a 2-digit hexadecimal
number; if the message can be calibrated to one of a selection of destination addresses, more
than one number will appear in this column; if the message is undirected, “NA” (not applicable)
will appear for the destination address; in some cases, the destination may be global (0xFF) for
transport protocol and request messages

Below the table banner is the sub-header in a gray-colored background for the Message Layout with the
following columns:
 Parameters: a description of the message data parameters; all parameters in the J1939
definition for the message are listed; any spare bits which remain currently undefined by J1939
will be listed in this column as “Undefined”
 SPN: the Suspect Parameter Number (SPN) assigned to the parameter for diagnostic purposes;
the significance of the SPN is discussed in section 3.2.7 of the primary J1939 document;
 Offset: per J1939-71, this column uses the “Start Position” of the data field typically expressed by
the notation byte[.bit] (byte & bit values start at 1, not 0); data fields which exceed a single byte in
size are expressed as byte-byte; some parameters with a variable length (like the parameters of
the Software and Component Identification PGNs, or those in the transport protocol data transfer
packet) will be shown with notation like byte-N or sequential symbolic alphabet characters starting
at a for the offset; for an in-depth discussion of the “Start Position” and “Data Length” (next sub
header column) notation, refer to section 5.4 of the J1939-71 document entitled “Conventions for
Parameter Placement Notation and Unspecified Bits in Message Definitions”
 Length: the size, typically in bits or bytes, of the message data parameter; parameters with a
variable length will be indicated using an asterisk superscript indicating the maximum size of the
*
parameter; for example “7 bytes” would be interpreted as “up to 7 bytes in size” allowing for any
size from 1-7 bytes
 SORP: the calendar year (CY) in which the parameter was added to the Start Of Regular
Production; the first year of regular production was 2003, therefore CY03 would be interpreted as
“calendar year 2003”
 Notation: used to indicate any specific notation about the parameter

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 9 of 171
 - Per J1939: the Allison H 40/50 EP software follows the J1939 use and range for the parameter
- See section: the Allison H 40/50 EP software has a specific implementation for this parameter
- Static: the Allison H 40/50 EP software sets a single static value for data transmitted in this
parameter
- Engr use: this parameter may be used by service engineers for development or troubleshooting
activities, but is not processed by the Allison H 40/50 EP control software

For emphasis, the rows of the message layout which depict supported parameters are displayed by
a heavier bold font while rows of unsupported parameters or undefined data bits are displayed by a
lighter gray font. Data parameters transmitted with a value of ‘1’ for each bit of the parameter are defined
by J1939 to mean “not available”. Data in unsupported or undefined data fields will be transmitted with a
binary value of “1” for broadcast messages and will be ignored in messages received by the Allison H
40/50 EP controller(s). To further emphasize the corresponding lack of significance to the Allison H 40/50
EP system software, no values will be displayed in the SORP or Notation columns for unprocessed fields;
if these parameters become significant in the future, the document will be updated to reflect the calendar
year in which processing of the parameter was first added to the software. Obviously, data fields
undefined by J1939 have no SPN value assigned to them resulting in an empty slot in the SPN column as
well. Unless otherwise stated in the banner and sub-header descriptions above, any item notated by an
asterisk superscript requires more explanation than can be briefly rendered by the abbreviated format of
this table format. To fully understand the notated item, the appropriate document section for the message
must be referenced.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 10 of 171
3.1. TABLES OF SUPPORTED PARAMETERS TRANSMITTED

TSC1 Sent to the Engine Controller Rate PGN Source Destination

(8 byte message) (10 ms) 0000 03 00
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY06 See section
Engine requested speed control conditions 696 1.3 2 bits CY03 Static
Override control mode priority 897 1.5 2 bits CY03 See section
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes CY03 Per J1939
Engine requested torque/torque limit 518 4 1 byte CY03 Per J1939
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque (Fractional) 4191 6.1 4 bits CY11 See section
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits CY09 See section
Message checksum 4207 8.5 4 bits

TSC1 Sent to the Engine Retarder Rate PGN Source Destination

Controller (50 0000 03 0F or 29
(8 byte message) ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY06 See section
Engine requested speed control conditions 696 1.3 2 bits CY03 Static
Override control mode priority 897 1.5 2 bits CY03 See section
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes
Engine requested torque/torque limit 518 4 1 byte CY03 See section
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque (Fractional) 4191 6.1 4 bits CY11 See section
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits CY09 See section
Message checksum 4207 8.5 4 bits

ESR Sent to Engine Controller Rate PGN Source Destination

(8 byte message) 1s 8700 5A 00
Message Layout: Parameters SPN Offset Length SORP Notation
Desired Engine Fueling State 5793 1.1 2 bits MY16 See section
Engine Gaseous Fuel Usage Inhibited 6833 1.3 2 bits
Requested Fuel Type 6317 2 8 bits
Engine Gaseous Fuel Supply Desired Pressure 6715 3-4 2 bytes
Engine Fueling Desired Reason 7789 5.1 8 bits
Transmission Idle Governor Fueling Inhibit 7829 6.1 2 bits
Engine Fueling Not Desired Reason 7855 7 1 byte
Undefined 8

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 11 of 171
 DM19 Broadcast on Request Rate PGN Source Destination
(variable, 80 byte message for Allison H 40/50 EP) OR D300 5A FF, F9, FA
Message Layout: Parameters SPN Offset Length SORP Notation
Calibration Verification Number 1634 1-4 4 bytes CY17
*
Calibration Identification 1635 5-16 16 bytes CY17

CM1 Sent to Engine Controller Rate PGN Source Destination

(8 byte message) 1s E000 03 00
Message Layout: Parameters SPN Offset Length SORP Notation
Requested percent fan speed 986 1 1 byte CY09 Per J1939
Cab interior temperature command 1691 2-3 2 bytes
Auxiliary heater coolant pump request 1684 4.1 2 bits
Battery main switch hold request 1682 4.3 2 bits
Operator seat direction switch 1714 4.5 2 bits
Seat belt switch 1856 4.7 2 bits
Park Brake Command 5630 5.1 2 bits
Vehicle limiting speed governor decrement switch 1655 5.3 2 bits
Vehicle limiting speed governor increment switch 1654 5.5 2 bits
Vehicle limiting speed governor enable switch 1653 5.7 2 bits
Aftertreatment regeneration inhibit switch 3695 6.1 2 bits CY07 See section
Aftertreatment regeneration force switch 3696 6.3 2 bits CY07 Engr use
Automatic gear shifting enable switch 1666 6.5 2 bits
Engine automatic start enable switch 1656 6.7 2 bits
Auxiliary heater mode request 1683 7.1 4 bits
Request engine zone heating 1685 7.5 2 bits
Request cab zone heating 1686 7.7 2 bits
Selected maximum vehicle speed limit 2596 8 1 byte

CM1 Sent to Fan Drive Controller Rate PGN Source Destination

(8 byte message) 1s E000 03 4E
Message Layout: Parameters SPN Offset Length SORP Notation
Requested percent fan speed 986 1 1 byte CY09 Per J1939
Cab interior temperature command 1691 2-3 2 bytes
Auxiliary heater coolant pump request 1684 4.1 2 bits
Battery main switch hold request 1682 4.3 2 bits
Operator seat direction switch 1714 4.5 2 bits
Seat belt switch 1856 4.7 2 bits
Park Brake Command 5630 5.1 2 bits
Vehicle limiting speed governor decrement switch 1655 5.3 2 bits
Vehicle limiting speed governor increment switch 1654 5.5 2 bits
Vehicle limiting speed governor enable switch 1653 5.7 2 bits
Aftertreatment regeneration inhibit switch 3695 6.1 2 bits
Aftertreatment regeneration force switch 3696 6.3 2 bits
Automatic gear shifting enable switch 1666 6.5 2 bits
Engine automatic start enable switch 1656 6.7 2 bits
Auxiliary heater mode request 1683 7.1 4 bits
Request engine zone heating 1685 7.5 2 bits
Request cab zone heating 1686 7.7 2 bits
Selected maximum vehicle speed limit 2596 8 1 byte

Request from the Transmission Rate PGN Source Destination

(3 byte message) (500 ms) EA00 03 FF
Message Layout: Parameters SPN Offset Length SORP Notation
Parameter group number (RQST)
2540 1 3 bytes CY03 See section
(* PGNs requested: AETC, EC1 & CI)

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 12 of 171
 TP.DT from Transmission Rate PGN Source Destination
(8 byte message) (60 ms) EB00 03 FF
Message Layout: Parameters SPN Offset Length SORP Notation
Sequence number 2572 1 1 byte CY06 Per J1939
Packetized data 2573 2-8 7 bytes CY06 Per J1939

TP.CM_BAM from Transmission, Rate PGN Source Destination

Powertrain Control Module AS EC00 03, 5A FF
(8 byte message)

Message Layout: Parameters SPN Offset Length SORP Notation

Control byte 2556 1 1 byte CY06 Static
Total message size 2567 2-3 2 bytes CY06 Per J1939
Total number of packets 2568 4 1 bytes CY06 Per J1939
Reserved 5 1 byte
Parameter group number (PGN) of packeted
message 2569 6-8 3 bytes CY06 Per J1939
(* PGNs Transmitted: DM1, SOFT, CI, & DM19)

ERC1 Sent from the Driveline Retarder Rate PGN Source Destination
(8 byte message) 100 ms F000 10 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Retarder torque mode 900 1.1 4 bits CY03 See section
Retarder enable – brake assist switch 571 1.5 2 bits
Retarder enable – shift assist switch 572 1.7 2 bits
Actual retarder – percent torque 520 2 1 byte
Intended retarder percent torque 1085 3 1 byte
Engine coolant load increase 1082 4.1 2 bits
Retarder requesting brake light 1667 4.3 2 bits
Retarder road speed limit switch 4233 4.5 2 bits
Retarder road speed exceeding status 4234 4.7 2 bits
Source address of controlling device for retarder 1480 5 1 byte CY12 See section
control
Drivers demand retarder – percent torque 1715 6 1 byte
Retarder selection, non-engine 1716 7 1 byte
Actual maximum available retarder – percent torque 1717 8 1 byte

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 13 of 171
 EBC1 Sent from the Transmission Rate PGN Source Destination
(8 byte message) 100 ms F001 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
ASR engine control active 561 1.1 2 bits
ASR brake control active 562 1.3 2 bits
Anti-lock braking (ABS) active 563 1.5 2 bits
EBS brake switch 1121 1.7 2 bits
Brake pedal position 521 2 1 byte
ABS off-road switch 575 3.1 2 bits
ASR off-road switch 576 3.3 2 bits
ASR “hill-holder” switch 577 3.5 2 bits
Traction control override switch 1238 3.7 2 bits
Accelerator interlock switch 972 4.1 2 bits
Engine derate switch 971 4.3 2 bits
Engine auxiliary shutdown switch 970 4.5 2 bits CY07 See section
Remote accelerator enable switch 969 4.7 2 bits
Engine retarder selection 973 5 1 byte
ABS fully operational 1243 6.1 2 bits
EBS red warning signal 1439 6.3 2 bits
ABS/EBS amber warning signal (powered vehicle) 1438 6.5 2 bits
ATC/ASR information signal 1793 6.7 2 bits
Source address of controlling device for brake control 1481 7 1 byte
Railroad Mode Switch 7941 8.1 2 bits
Halt brake switch 2911 8.3 2 bits
Trailer ABS status 1836 8.5 2 bits
Tractor-mounted trailer ABS warning signal 1792 8.7 2 bits

ETC1 Broadcast Rate PGN Source Destination

*
(8 byte message) 40 ms F002 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Transmission driveline engaged 560 1.1 2 bits CY03 Per J1939
Transmission torque converter lockup engaged 573 1.3 2 bits
Transmission shift in process 574 1.5 2 bits CY03 Per J1939
Transmission torque converter lockup transition in process 4816 1.7 2 bits
Transmission output shaft speed 191 2-3 2 bytes CY03 Per J1939
Percent clutch slip 522 4 1 byte
Engine momentary overspeed enable 606 5.1 2 bits
Progressive shift disable 607 5.3 2 bits CY03 Static
Momentary engine maximum power enable 5015 5.5 2 bits
Undefined 5.7 2 bits
Transmission input shaft speed 161 6-7 2 bytes CY03 Per J1939
Source address of controlling device for transmission CY03, Static,
1482 8 1 byte
control CY12 See section

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 14 of 171
 EEC2 Sent from the Transmission Rate PGN Source Destination
(8 byte message) 40 ms F003 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Accelerator pedal 1 low idle switch 558 1.1 2 bits CY03, Static,
CY12 See section
Accelerator pedal kickdown switch 559 1.3 2 bits
Road speed limit status 1437 1.5 2 bits
Accelerator pedal 2 low idle switch 2970 1.7 2 bits
Accelerator pedal position 1 91 2 1 byte CY03, Static,
CY12 See section
Engine percent load at current speed 92 3 1 byte
Remote accelerator pedal position 974 4 1 byte
Accelerator pedal position 2 29 5 1 byte
Vehicle acceleration rate limit status 2979 6.1 2 bits
Momentary engine maximum power enable feedback 5021 6.3 2 bits
DPF Thermal Management Active 5399 6.5 2 bits
SCR Thermal Management Active 5400 6.7 2 bits
Actual maximum available engine – percent torque 3357 7 1 byte
Estimated Pumping – Percent Torque 5398 8 1 byte

ETC2 Broadcast Rate PGN Source Destination

(8 byte message) 100 ms F005 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Transmission selected gear 524 1 1 byte CY03 See section
Transmission actual gear ratio 526 2-3 2 bytes CY03 See section
Transmission current gear 523 4 1 byte CY03 See section
Transmission requested range 162 5-6 2 bytes
Transmission current range 163 7-8 2 bytes

HVES1D1 Broadcast Rate PGN Source Destination

(8 byte message) 20 ms F090 5A NA
Message Layout: Parameters SPN Offset Length SORP Notation
HVES1 Available Discharge Power 5917 1 2 bytes
HVES1 Available Charge Power 5918 3 2 bytes
HVES1 Voltage Level 5919 5 2 bytes CY17 See section
HVES1 Current 5920 7 2 bytes

HSS2 Broadcast (formerly VEP4) Rate PGN Source Destination

(8 byte message) 1s FCB7 5A NA
Message Layout: Parameters SPN Offset Length SORP Notation
Hybrid Battery Pack Remaining Charge 5464 1 2 bytes CY17 See section
Hybrid System Engine Stop-Start Remaining Percentage 8558 3 1 byte

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 15 of 171
 HSS1 Broadcast Rate PGN Source Destination
(8 byte message) 1s FCC2 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Hybrid System Warning Indicator 5872 1.1 2 bits CY17 See section
Hybrid System Overheat Indicator 5873 1.3 2 bits CY17 See section
Hybrid System Stop Indicator 5874 1.5 2 bits CY17 See section
Hybrid System OBD Related DTC Status 6810 1.7 2 bits CY14 See section
Propulsion System Active 7315 2.1 2 bits CY16 See section
Hybrid System Engine Assist Status 7418 2.3 2 bits CY16 See section
Hybrid System Service Indicator 7448 2.5 2 bits
Hybrid System Motor Overspeed Indicator 7449 2.7 2 bits
Hybrid System Motor Overspeed Audible Alarm 7450 3.1 2 bits
Hybrid System Electric Alternator Indicator 7451 3.3 2 bits
Hybrid System Regenerative Braking Indicator 7452 3.5 2 bits CY17 See section
Hybrid System Initialization Indicator 7453 3.7 2 bits CY17 See section
Hybrid System Hazardous Voltage Interlock Status 7454 4.1 2 bits
Stored Energy Source Only Mode Allowed 7893 4.3 2 bits
Stored Energy Source Increasing Mode Allowed 7894 4.5 2 bits
Stored Energy Source Level 7895 5 1 byte
Hybrid Propulsion Mode Status 7896 6.1 4 bits
Hybrid Propulsion Mode Transition Status 7897 6.5 4 bits
External Energy Source Connection Status 7898 7.1 4 bits
Hybrid System Propulsion Disable Status 8267 7.5 2 bits

ETC7 Broadcast Rate PGN Source Destination

(8 byte message) 100 ms FE4A 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Transmission current range display blank state 4176 1.1 2 bits
Transmission service indicator 4178 1.3 2 bits
Transmission requested range display blank state 1850 1.5 2 bits
Transmission requested range display flash state 1849 1.7 2 bits
Transmission ready for brake release 3086 2.1 2 bits
Active shift console indicator 2945 2.3 2 bits
Transmission engine crank enable 2900 2.5 2 bits
Transmission shift inhibit indicator 1851 2.7 2 bits
Transmission mode 4 indicator 2539 3.1 2 bits CY09 See section
Transmission mode 3 indicator 2538 3.3 2 bits
Transmission mode 2 indicator 2537 3.5 2 bits
Transmission mode 1 indicator 2536 3.7 2 bits
Transmission requested gear feedback 3289 4 1 byte
Transmission mode 5 indicator 4250 5.1 2 bits
Transmission mode 6 indicator 4251 5.3 2 bits
Transmission mode 7 indicator 4252 5.5 2 bits
Transmission mode 8 indicator 4253 5.7 2 bits
Transmission reverse gear shift inhibit status 4261 6.1 2 bits
Transmission Warning Indicator 5344 6.3 2 bits
Transmission Mode 9 Indicator 6567 6.5 2 bits
Transmission Mode 10 Indicator 6568 6.7 2 bits
Transmission Air Supply Pressure Indicator 6566 7.1 3 bits
Transmission Auto-Neutral (Manual Return) 7696 7.4 3 bits
Undefined 7.7 2 bits

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 16 of 171
DM1 Sent from Transmission Rate PGN Source Destination
(variable size message – 8-26 bytes for 1s FECA 03 NA
Allison H 40/50 EP)

Message Layout: Parameters SPN Offset Length SORP Notation

Protect lamp 987 1.1 2 bits CY06 Per J1939
Amber warning lamp 624 1.3 2 bits CY06 Per J1939
Red stop lamp 623 1.5 2 bits CY06 Per J1939
Malfunction indicator lamp 1213 1.7 2 bits CY06, CY14 Static
Flash protect lamp 3041 2.1 2 bits CY09 Per J1939
Flash amber warning lamp (AWL) 3040 2.3 2 bits CY09 Per J1939
Flash red stop lamp (RSL) 3039 2.5 2 bits CY09 Per J1939
Flash malfunction indicator lamp (MIL) 3038 2.7 2 bits
Suspect parameter number (SPN) 1214 3-4, 5.6 19 bits CY06 See Section
Failure mode indicator (FMI) 1215 5.1 5 bits CY06 See section
Occurrence count (OC) 1216 6.1 7 bits CY06 See section
SPN conversion method (CM) 1706 6.8 1 bit CY06 Static
Undefined 7-8 2 bytes

SOFT Broadcast on Request Rate PGN Source Destination

(variable up to 202 bytes, 13 byte message for Allison H 40/50 OR FEDA 03 NA
EP)

Message Layout: Parameters SPN Offset Length SORP Notation

Number of software identification fields 965 1 1 byte CY09 Static
*
Software identification 234 2-N 200 bytes CY09 Static

SHUTDN Sent from Transmission Rate PGN Source Destination

(8 byte message) 1s FEE4 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine idle shutdown has shutdown engine 593 1.1 2 bits
Engine idle shutdown driver alert mode 594 1.3 2 bits
Engine idle shutdown timer override 592 1.5 2 bits
Engine idle shutdown timer state 590 1.7 2 bits
Undefined 2.1 6 bits
Engine idle shutdown timer function 591 2.7 2 bits
A/C high pressure fan switch 985 3.1 2 bits
Refrigerant low pressure switch 875 3.3 2 bits
Refrigerant high pressure switch 605 3.5 2 bits
Undefined 3.7 2 bits
Engine wait to start lamp 1081 4.1 2 bits CY03 See section
Undefined 4.3 6 bits
Engine protection system has shutdown engine 1110 5.1 2 bits
Engine protection system approaching shutdown 1109 5.3 2 bits
Engine protection system timer override 1108 5.5 2 bits
Engine protection system timer state 1107 5.7 2 bits
Undefined 6.1 6 bits
Engine protection system configuration 1111 6.7 2 bits
Engine alarm acknowledge 2815 7.1 2 bits
Engine alarm output command status 2814 7.3 2 bits
Engine air shutoff command status 2813 7.5 2 bits
Engine overspeed test 2812 7.7 2 bits
Engine air shutoff status 3667 8.1 2 bits
PTO shutdown has shutdown engine 5404 8.3 2 bits
Coolant level engine protection shutdown status 5566 8.5 2 bits
Engine oil pressure switch 8159 8.7 2 bits

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 17 of 171
 CI Broadcast on Request Rate PGN Source Destination
(variable, up to 610 byte message, 8 bytes for Allison H 40/50 OR FEEB 03 NA
EP)

Message Layout: Parameters SPN Offset Length SORP Notation

*
Make 586 a 5 bytes
*
Model 587 b 200 bytes CY09 Static
*
Serial Number 588 c 200 bytes
*
Software identification 233 d 200 bytes

TRF1 Broadcast Rate PGN Source Destination

(8 byte message) 1s FEF8 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Clutch pressure 123 1 1 byte
Transmission oil level 124 2 1 byte
Transmission filter differential pressure 126 3 1 byte
Transmission oil pressure 127 4 1 byte
Transmission oil temperature 177 5-6 2 bytes CY03 See section
Transmission oil level high/low 3027 7 1 byte CY05 See section
Transmission oil level countdown timer 3028 8.1 4 bits CY05 See section
Transmission oil level measurement status 3026 8.5 4 bits CY05 See section

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 18 of 171
3.2. TABLES OF SUPPORTED PARAMETERS RECEIVED

TSC1 to Engine from Brake TO Rate PGN Source Destination

(8 byte message) 30 ms (10 0000 0B 00
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY03 See section
Engine requested speed control conditions 696 1.3 2 bits
Override control mode priority 897 1.5 2 bits
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes
Engine requested torque/torque limit 518 4 1 byte CY03 See section
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque – high resolution 4191 6.1 4 bits
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits
Message checksum 4207 8.5 4 bits

TSC1 to DRC from Brake TO Rate PGN Source Destination

(8 byte message) 150 ms (50 0000 0B 10
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY03 See section
Engine requested speed control conditions 696 1.3 2 bits
Override control mode priority 897 1.5 2 bits CY12 See section
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes
Engine requested torque/torque limit 518 4 1 byte CY03 See section
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque – high resolution 4191 6.1 4 bits
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits
Message checksum 4207 8.5 4 bits

Generic TSC1 Reception TO Rate PGN Source Destination

(8 byte message) (Generic) (50 0000 Generic 00
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY12 See section
Engine requested speed control conditions 696 1.3 2 bits
Override control mode priority 897 1.5 2 bits CY12 See Section
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes
Engine requested torque/torque limit 518 4 1 byte CY12 See section
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque – high resolution 4191 6.1 4 bits
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits CY12 See Section
Message checksum 4207 8.5 4 bits

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 19 of 171
 TC1 to Transmission from SCP TO Rate PGN Source Destination
(8 byte message) 150 ms (50 0100 05 03
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Transmission gear shift inhibit request 681 1.1 2 bits
Transmission torque converter lockup disable request 682 1.3 2 bits
Disengage driveline request 683 1.5 2 bits
Transmission reverse gear shift inhibit request 4242 1.7 2 bits
Requested percent clutch slip 684 2 1 byte
Transmission requested gear 525 3 1 byte CY09 See section
Disengage differential lock request - front axle 1 685 4.1 2 bits
Disengage differential lock request - front axle 2 686 4.3 2 bits
Disengage differential lock request - rear axle 1 687 4.5 2 bits
Disengage differential lock request - rear axle 2 688 4.7 2 bits
Disengage differential lock request – central 689 5.1 2 bits
Disengage differential lock request - central front 690 5.3 2 bits
Disengage differential lock request - central rear 691 5.5 2 bits
Undefined 5.7 2 bits
Transmission mode 1 1852 6.1 2 bits
Transmission mode 2 1853 6.3 2 bits
Transmission mode 3 1854 6.5 2 bits
Transmission mode 4 1855 6.7 2 bits CY09 See section
Transmission Auto-Neutral (Manual Return) Request 7695 7.1 2 bits
Transmission requested launch gear 4255 7.3 4 bits
Transmission shift selector display mode switch 2985 7.7 2 bits CY09 See section
Transmission mode 5 4246 8.1 2 bits
Transmission mode 6 4247 8.3 2 bits
Transmission mode 7 4248 8.5 2 bits
Transmission mode 8 4249 8.7 2 bits

Global PGN Request TO Rate PGN Source Destination

(3 byte message) NA AS EA00 FF FF, (03)
(F8,
F9)
Message Layout: Parameters SPN Offset Length SORP Notation
Parameter group number (RQST) CY09,
2540 1 3 bytes See section
(* PGNs processed: SOFT, CI & DM19) CY17

TP.DT from Engine TO Rate PGN Source Destination

* *
(8 byte message) (250 (50 ms) EB00 00 FF
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Sequence number 2572 1 1 byte CY03 Per J1939
Packetized data 2573 2-8 7 bytes CY03 Per J1939

TP.CM_BAM from Engine TO Rate PGN Source Destination

(8 byte message) NA AS EC00 00 FF
Message Layout: Parameters SPN Offset Length SORP Notation
Control byte 2556 1 1 byte CY03 Per J1939
Total message size 2567 2-3 2 bytes CY03 Per J1939
Total number of packets 2568 4 1 bytes CY03 Per J1939
Reserved 5 1 byte
Parameter group number (PGN) of packeted
message 2569 6-8 3 bytes CY03 Per J1939
(* PGNs accepted: AETC, DM1, EC1 & CI)

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 20 of 171
 ERC1 TO Rate PGN Source Destination
(8 byte message) 300 ms 100 ms F000 0F or 29 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Retarder torque mode 900 1.1 4 bits CY03 Engr use
Retarder enable – brake assist switch 571 1.5 2 bits
Retarder enable – shift assist switch 572 1.7 2 bits
Actual retarder – percent torque 520 2 1 byte CY03 Per J1939
Intended retarder percent torque 1085 3 1 byte
Engine coolant load increase 1082 4.1 2 bits
Retarder requesting brake light 1667 4.3 2 bits
Retarder road speed limit switch 4233 4.5 2 bits
Retarder road speed exceeding status 4234 4.7 2 bits
Source address of controlling device for retarder control 1480 5 1 byte
Drivers demand retarder – percent torque 1715 6 1 byte
Retarder selection, non-engine 1716 7 1 byte
Actual maximum available retarder – percent torque 1717 8 1 byte

EBC1 TO Rate PGN Source Destination

(8 byte message) 300 100 ms F001 0B NA
Message Layout: Parameters SPN Offset Length SORP Notation
ASR engine control active 561 1.1 2 bits CY03 Engr use
ASR brake control active 562 1.3 2 bits
Anti-lock braking (ABS) active 563 1.5 2 bits CY03 See section
EBS brake switch 1121 1.7 2 bits
Brake pedal position 521 2 1 byte
ABS off-road switch 575 3.1 2 bits
ASR off-road switch 576 3.3 2 bits
ASR “hill-holder” switch 577 3.5 2 bits
Traction control override switch 1238 3.7 2 bits
Accelerator interlock switch 972 4.1 2 bits
Engine derate switch 971 4.3 2 bits
Engine auxiliary shutdown switch 970 4.5 2 bits
Remote accelerator enable switch 969 4.7 2 bits
Engine retarder selection 973 5 1 byte
ABS fully operational 1243 6.1 2 bits
EBS red warning signal 1439 6.3 2 bits
ABS/EBS amber warning signal (powered vehicle) 1438 6.5 2 bits
ATC/ASR information signal 1793 6.7 2 bits
Source address of controlling device for brake 1481 7 1 byte
control
Railroad Mode Switch 7941 8.1 2 bits
Halt brake switch 2911 8.3 2 bits
Trailer ABS status 1836 8.5 2 bits
Tractor-mounted trailer ABS warning signal 1792 8.7 2 bits

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 21 of 171
 EEC2 TO Rate PGN Source Destination
(8 byte message) 150 ms 50 ms F003 00, 01 NA
or
3D
Message Layout: Parameters SPN Offset Length SORP Notation
Accelerator pedal 1 low idle switch 558 1.1 2 bits
Accelerator pedal kickdown switch 559 1.3 2 bits
Road speed limit status 1437 1.5 2 bits
Accelerator pedal 2 low idle switch 2970 1.7 2 bits
Accelerator pedal position 1 91 2 1 byte
Engine percent load at current speed 92 3 1 byte CY07 See section
Remote accelerator pedal position 974 4 1 byte
Accelerator pedal position 2 29 5 1 byte
Vehicle acceleration rate limit status 2979 6.1 2 bits
Momentary engine maximum power enable feedback 5021 6.3 2 bits
DPF Thermal Management Active 5399 6.5 2 bits CY10 See section
SCR Thermal Management Active 5400 6.7 2 bits CY10 See section
Actual maximum available engine – percent torque 3357 7 1 byte
Estimated Pumping – Percent Torque 5398 8 1 byte

EEC1 TO Rate PGN Source Destination

*
(8 byte message) 60 ms 20 ms F004 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine torque mode 899 1.1 4 bits CY03 See section
Actual engine - percent torque (Fractional) 4154 1.5 4 bits CY11 See section
Driver's demand engine - percent torque 512 2 1 byte
Actual engine - percent torque 513 3 1 byte CY03 See section
Engine speed 190 4-5 2 bytes CY03 See section
Source address of controlling device for engine 1483 6 1 byte
control
Engine starter mode 1675 7.1 4 bits
Undefined 7.5 4 bits
Engine demand – percent torque 2432 8 1 byte

EEC13 TO Rate PGN Source Destination

(8 byte message) 3s 1s FCC8 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Feedback Engine Fueling State 5794 1.1 2 bits CY16 See section
Engine Fueling Inhibit Allowed 5795 1.3 2 bits CY16 See section
Engine Fueling Inhibit Prevented Reason 5866 1.5 4 bits CY16 See section
Source Address of Controlling Device for Fueling State 6307 2 8 bits
Engine Dual Fuel Mode 6791 3.1 2 bits
Engine Gas Substitution Fuel Percentage 6333 4 8 bits
Engine Fueling Inhibit Request Count 6896 5.1 4 bits
Engine Fueling Desired Request Count 6897 5.5 4 bits

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 22 of 171
 DPFC1 (formerly PTC1) TO Rate PGN Source Destination
*
(8 byte message) 3s 1 s FD7C 00, 01 NA
or 3D
Message Layout: Parameters SPN Offset Length SORP Notation
Diesel particulate filter lamp command 3697 1.1 3 bits
Undefined 1.4 5 bits
Aftertreatment Diesel particulate filter passive
3699 2.1 2 bits CY07 See section
regeneration status
Aftertreatment Diesel particulate filter active
3700 2.3 2 bits CY07 See section
regeneration status
Aftertreatment Diesel particulate filter status 3701 2.5 3 bits CY07 See section
Undefined 2.8 1 bit
Diesel particulate filter active regeneration inhibited
3702 3.1 2 bits CY07 See section
status
Diesel particulate filter active regeneration inhibited due
3703 3.3 2 bits
to inhibit switch
Diesel particulate filter active regeneration inhibited due
3704 3.5 2 bits
to clutch disengaged
Diesel particulate filter active regeneration inhibited due
3705 3.7 2 bits
to service brake active
Diesel particulate filter active regeneration inhibited due
3706 4.1 2 bits
to PTO active
Diesel particulate filter active regeneration inhibited due
3707 4.3 2 bits
to accelerator pedal off idle
Diesel particulate filter active regeneration inhibited due
3708 4.5 2 bits
to out of neutral
Diesel particulate filter active regeneration inhibited due
3709 4.7 2 bits
to vehicle speed above allowed speed
Diesel particulate filter active regeneration inhibited due
3710 5.1 2 bits
to parking brake not set
Diesel particulate filter active regeneration inhibited due
3711 5.3 2 bits
to low exhaust gas temperature
Diesel particulate filter active regeneration inhibited due
3712 5.5 2 bits
to system fault active
Diesel particulate filter active regeneration inhibited due
3713 5.7 2 bits
to system timeout
Diesel particulate filter active regeneration inhibited due
3714 6.1 2 bits
to temporary system lockout
Diesel particulate filter active regeneration inhibited due
3715 6.3 2 bits
to permanent system lockout
Diesel particulate filter active regeneration inhibited due
3716 6.5 2 bits
to engine not warmed up
Diesel particulate filter active regeneration inhibited due
3717 6.7 2 bits
to vehicle speed below allowed speed
Diesel particulate filter automatic active regeneration
3718 7.1 2 bits
initiation configuration
Exhaust system high temperature lamp command 3698 7.3 3 bits
Diesel particulate filter active regeneration forced status 4175 7.6 3 bits
Hydorcarbon doser purging enable 5504 8.1 2 bits
Diesel particulate filter active regeneration inhibited due
5629 8.3 2 bits
to low exhaust pressure
Aftertreatment 1 Diesel particulate filter conditions not
3750 8.5 2 bits
meth for active regeneration
Undefined 8.7 2 bits

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 23 of 171
 AETC on Request TO Rate PGN Source Destination
(variable, 21-61 byte message) 10 s OR FD90 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
AETC Data Collection Standard 3558 1.1 4 bits
Number of AETC data points 3559 1.5 4 bits CY09 Per J1939
*
AETC speed value 3560 a 2 bytes CY09 See section
*
AETC torque value 3561 b 2 bytes CY09 See section

EBC5 from Body Controller TO Rate PGN Source Destination

(8 byte message) 300 ms 100 ms FDC4 21 03
Message Layout: Parameters SPN Offset Length SORP Notation
Brake Temperature Warning 3839 1.1 2 bits
Halt brake mode 2913 1.3 3 bits CY16 See section
Hill holder mode 2912 1.6 3 bits CY16 See section
Foundation Brake Use 2919 2.1 2 bits CY16 See Section
XBR System State 2917 2.3 2 bits
XBR Active Control Mode 2918 2.5 4 bits
XBR Acceleration Limit 2921 3 1 byte
Parking Brake Actuator Fully Activated 5275 4.1 2 bits
Emergency Braking Active 5847 4.3 2 bits
Railroad Mode 7942 4.5 4 bits
Undefined 5-8 4 bytes

FD1 from Engine TO Rate PGN Source Destination

(8 byte message) 3s 1s FEBD 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Estimated percent fan speed 975 1 1 byte CY09 See section
Fan drive state 977 2.1 4 bits
Undefined 2.5 4 bits
Fan speed 1639 3-4 2 bytes
Hydraulic fan motor pressure 4211 5-6 2 bytes
Fan drive bypass command status 4212 7 1 byte
Undefined 8 1 byte

FD1 from Fan Drive Controller TO Rate PGN Source Destination

(8 byte message) 3s 1s FEBD 4E NA
Message Layout: Parameters SPN Offset Length SORP Notation
Estimated percent fan speed 975 1 1 byte CY09 See section
Fan drive state 977 2.1 4 bits
Undefined 2.5 4 bits
Fan speed 1639 3-4 2 bytes
Hydraulic fan motor pressure 4211 5-6 2 bytes
Fan drive bypass command status 4212 7 1 byte
Undefined 8 1 byte

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 24 of 171
 DM1 from Engine TO Rate PGN Source Destination
(variable, 8-26 byte message) NA (1 s) FECA 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Protect lamp 987 1.1 2 bits CY03 See section
Amber warning lamp 624 1.3 2 bits CY03 See section
Red stop lamp 623 1.5 2 bits CY03 See section
Malfunction indicator lamp 1213 1.7 2 bits
Flash protect lamp 3041 2.1 2 bits
Flash amber warning lamp (AWL) 3040 2.3 2 bits
Flash red stop lamp (RSL) 3039 2.5 2 bits
Flash malfunction indicator lamp (MIL) 3038 2.7 2 bits
Suspect parameter number (SPN) 1215 3-4, 5.6 19 bits CY14 See section
Failure mode indicator (FMI) 1215 5.1 5 bits CY14 See section
Occurrence count (OC) 1216 6.1 7 bits
SPN conversion method (CM) 1706 6.8 1 bit
Undefined 7-8 2 bytes

EEC3 TO Rate PGN Source Destination

(8 byte message) 750 ms 250 ms FEDF 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
CY03 Engr use
Nominal friction - percent torque 514 1 1 byte
CY07 See section
Engine's desired operating speed 515 2-3 2 bytes CY07 Engr use
Engine's desired operating speed asymmetry 519 4 1 byte
adjustment
Estimated engine parasitic losses - percent torque 2978 5 1 byte CY09 See section
Aftertreatment 1 exhaust gas mass flow 3236 6-7 2 bytes
Aftertreatment 1 intake dew point 3237 8.1 2 bits
Aftertreatment 1 exhaust dew point 3238 8.3 2 bits
Aftertreatment 2 intake dew point 3239 8.5 2 bits
Aftertreatment 2 exhaust dew point 3240 8.7 2 bits

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 25 of 171
 EC1 TO Rate PGN Source Destination
*
(39 byte message) 7s 5 s FEE3 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine speed at idle, point 1 188 1-2 2 bytes CY07 Per J1939
Engine percent torque at idle, point 1 539 3 1 byte CY07 Per J1939
Engine speed at point 2 528 4-5 2 bytes CY07 Per J1939
Engine percent torque at point 2 540 6 1 byte CY07 Per J1939
Engine speed at point 3 529 7-8 2 bytes CY07 Per J1939
Engine percent torque at point 3 541 9 1 byte CY07 Per J1939
Engine speed at point 4 530 10-11 2 bytes CY07 Per J1939
Engine percent torque at point 4 542 12 1 byte CY07 Per J1939
Engine speed at point 5 531 13-14 2 bytes CY07 Per J1939
Engine percent torque at point 5 543 15 1 byte CY07 Per J1939
Engine speed at high idle, point 6 532 16-17 2 bytes CY07 Per J1939
Engine gain (kp) of the endspeed governor 545 18-19 2 bytes
Engine reference torque 544 20-21 2 bytes CY03 See section
Engine maximum momentary override speed, point 7 533 22-23 2 bytes
Engine maximum momentary override time limit 534 24 1 byte
Engine requested speed control range lower limit 535 25 1 byte
Engine requested speed control range upper limit 536 26 1 byte
Engine requested torque control range lower limit 537 27 1 byte
Engine requested torque control range upper limit 538 28 1 byte
Engine extended range requested speed control range
1712 29-30 2 bytes
upper limit
Engine moment of inertia 1794 31-32 2 bytes
Engine default torque limit 1846 33-34 2 bytes
Support variable rate TSC1 message 3344 35 8 bits
Support TSC1 control purpose group 1 3345 36 8 bits
Support TSC1 control purpose group 2 3346 37 8 bits
Support TSC1 control purpose group 3 3347 38 8 bits
Support TSC1 control purpose group 4 3348 39 8 bits

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 26 of 171
 SHUTDN from Engine TO Rate PGN Source Destination
(8 byte message) 3s 1s FEE4 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine idle shutdown has shutdown engine 593 1.1 2 bits CY07 See section
Engine idle shutdown driver alert mode 594 1.3 2 bits
Engine idle shutdown timer override 592 1.5 2 bits
Engine idle shutdown timer state 590 1.7 2 bits
Undefined 2.1 6 bits
Engine idle shutdown timer function 591 2.7 2 bits
A/C high pressure fan switch 985 3.1 2 bits
Refrigerant low pressure switch 875 3.3 2 bits
Refrigerant high pressure switch 605 3.5 2 bits
Undefined 3.7 2 bits
Engine wait to start lamp 1081 4.1 2 bits CY03 See section
Undefined 4.3 6 bits
Engine protection system has shutdown engine 1110 5.1 2 bits CY03 See section
Engine protection system approaching shutdown 1109 5.3 2 bits
Engine protection system timer override 1108 5.5 2 bits
Engine protection system timer state 1107 5.7 2 bits
Undefined 6.1 6 bits
Engine protection system configuration 1111 6.7 2 bits
Engine alarm acknowledge 2815 7.1 2 bits
Engine alarm output command status 2814 7.3 2 bits
Engine air shutoff command status 2813 7.5 2 bits
Engine overspeed test 2812 7.7 2 bits
Engine air shutoff status 3667 8.1 2 bits
PTO shutdown has shutdown engine 5404 8.3 2 bits
Coolant level engine protection shutdown status 5566 8.5 2 bits
Engine oil pressure switch 8159 8.7 2 bits

CI from Engine on Request TO Rate PGN Source Destination

(variable, up to 610 byte message, max 140 byte limit for Allison 10 s OR FEEB 00 NA
H 40/50 EP)

Message Layout: Parameters SPN Offset Length SORP Notation

*
Make 586 a 5 bytes CY03 See section
*
Model 587 b 200 bytes CY03 See section
*
Serial Number 588 c 200 bytes
*
Software identification 233 d 200 bytes

CCSS TO Rate PGN Source Destination

(8 byte message) 5s OR FEED 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Maximum Vehicle Speed Limit 74 1 1 byte CY10 See section
Cruise Control High Set Limit Speed 87 2 1 byte
Cruise Control Low Set Limit Speed 88 3 1 byte
Maximum Vehicle Speed Limit (High Resolution) 6808 4-5 2 bytes
Undefined 6-8 3 bytes

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 27 of 171
 ET1 TO Rate PGN Source Destination
(8 byte message) 3s 1s FEEE 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine coolant temperature 110 1 1 byte CY03 See section
Engine fuel 1 temperature 1 174 2 1 byte
Engine oil temperature 1 175 3-4 2 bytes
Engine turbocharger oil temperature 176 5-6 2 bytes
Engine intercooler temperature 52 7 1 byte
Engine charge air cooler thermostat opening 1134 8 1 byte

CCVS1 TO Rate PGN Source Destination

(8 byte message) 300 ms 100 ms FEF1 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Two Speed Axle Switch 69 1.1 2 bits
Parking Brake Switch 70 1.3 2 bits CY12 Per J1939
Cruise Control Pause Switch 1633 1.5 2 bits
Park Brake Release Inhibit Request 3807 1.7 2 bits
Wheel-Based Vehicle Speed 84 2-3 2 bytes
Cruise Control Active 595 4.1 2 bits
Cruise Control Enable Switch 596 4.3 2 bits
Brake Switch 597 4.5 2 bits
Clutch Switch 598 4.7 2 bits
Cruise Control Set Switch 599 5.1 2 bits
Cruise Control Coast (Decelerate) Switch 600 5.3 2 bits
Cruise Control Resume Switch 601 5.5 2 bits
Cruise Control Accelerate Switch 602 5.7 2 bits
Cruise Control Set Speed 86 6 1 byte
PTO Governor State 976 7.1 5 bits
Cruise Control States 527 7.6 3 bits
Engine Idle Increment Switch 968 8.1 2 bits
Engine Idle Decrement Switch 967 8.3 2 bits
Engine Test Mode Switch 966 8.5 2 bits
Engine Shutdown Override Switch 1237 8.7 2 bits

LFE1 TO Rate PGN Source Destination

(8 byte message) 300 ms 100 ms FEF2 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine fuel rate 183 1-2 2 bytes CY03 Engr use
Engine instantaneous fuel economy 184 3-4 2 bytes
Engine average fuel economy 185 5-6 2 bytes
Engine throttle valve 1 position 51 7 1 byte
Engine throttle valve 2 position 3673 8 1 byte

AMB TO Rate PGN Source Destination

(8 byte message) 3s 1s FEF5 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Barometric Pressure 108 1 1 byte CY11 See section
Cab Interior Temperature 170 2-3 2 bytes
Ambient Air Temperature 171 4-5 2 bytes CY11 See section
Engine Air Intake Temperature 172 6 1 byte
Road Surface Temperature 79 7-8 2 bytes

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 28 of 171
 IC1 TO Rate PGN Source Destination
(8 byte message) 1.5 s 500 ms FEF6 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine aftertreatment 1 diesel particulate filter inlet
81 1 1 byte
pressure
Engine intake manifold #1 pressure 102 2 1 byte CY03 See section
Engine intake manifold 1 temperature 105 3 1 byte CY03 Engr use
Engine air inlet pressure 106 4 1 byte
Engine air filter 1 differential pressure 107 5 1 byte
Engine exhaust temperature 173 6-7 2 bytes
Engine coolant filter differential pressure 112 8 1 byte

PropB_CIVC TO Rate PGN Source Destination

(8 byte message) 3s 1s FFD6 1A NA
Message Layout: Parameters SPN Offset Length SORP Notation
Converter DC Input Potential NA 1-2 2 bytes CY2011
Converter DC Output Potential NA 3-4 2 bytes
Converter DC Output Current NA 5-6 2 bytes
Converter DC Input Current NA 7-8 2 bytes CY2011

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 29 of 171
4.0 SPECIFIC FUNCTION OR FEATURE REQUIREMENTS
4.1. DEVICES ATTACHED TO THE J1939 DATA LINK
The Allison H 40/50 EP system relies heavily on the operation of the J1939 data link. Proper
management of the data link is required. To ensure proper operation, it is required that the following
information be made available to your Allison representative so that an analysis of J1939 bus loading can
be made in order that potential message conflicts can be assessed:

1) all devices that may be attached to the J1939 data link, including controllers, service tools, and data
collection tools
2) all messages that any device may transmit on the J1939 data link
3) the message rate for each message that may be broadcast on the J1939 data link by any device

4.2. REDUCTION OF J1939 BUS LOADING

It is desired that the J1939 messages which are unused within the hybrid electric vehicle be disabled (not
transmitted by any node connected to the J1939 network) for the purpose of minimizing the vehicle J1939
network bus loading.

4.3. ENGINE MANAGEMENT AND ENGINE BRAKE MANAGEMENT

Proper interfacing with the engine controller is critical to the successful integration of the Allison H 40/50
EP installation. This document contains the J1939 communications with the engine control system.
However, for the complete set of requirements to ensure proper integration with the engine control
system, please refer to TD172 – Engine Requirements for Compatibility with H 40/50 EP.

4.4. ANTI-LOCK BRAKES (ABS)

The Allison H 40/50 EP system controller interfaces with the anti-lock brake controller via the J1939 data
link only. The ABS controller shall inform the Allison H 40/50 EP system controller of an ABS event by the
EBC1 message and the TSC1 message. Please refer to the detailed text for these messages for more
details.

The Allison H 40/50 EP system controller will respond to these messages by disabling auxiliary braking at
the transmission output shaft during an anti-lock braking event.

It is noted that the value for the ‘Override control mode priority’ parameter within the TSC1 message
transmitted from the Anti-Lock Braking controller to the engine retarder controller is normally ‘Highest
Priority’ and that the corresponding value for the TSC1 message transmitted from the Allison H 40/50 EP
system to the engine retarder controller is 'Medium Priority'. This arrangement gives the Anti-Lock Braking
system priority over the control of the engine retarder.

4.5. ANTI-SLIP REDUCTION (ASR)/AUTOMATIC TRACTION CONTROL (ATC)

The Allison H 40/50 EP system controller interfaces with the Anti-Slip Reduction/Traction controller via the
J1939 data link only. The Anti-Slip Reduction/Traction controller shall inform the Allison H 40/50 EP
system controller of an Anti-Slip Reduction/Traction event by the EBC1 message and the TSC1 message
(which it directs to a destination address of an engine controller). Please refer to the detailed text for
these messages for more details.

The Allison H 40/50 EP system controller will respond to these messages by reducing transmission
output torque per the received TSC1 torque limiting command.

It is noted that the value for the ‘Override control mode priority’ parameter within the TSC1 message
transmitted from the Anti-Slip Reduction/Traction controller to the engine controller shall either be 1) lower
than ‘Highest Priority’ or 2) can be set to ‘Highest Priority’ only when the accompanying ‘Override control

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 30 of 171
modes’ parameter is set to ‘Speed/Torque Limit Control’ (Rather than ‘Torque Control’ or ‘Speed
Control’). This arrangement is required so that the Allison H 40/50 EP system may command a higher
priority TSC1 message to the engine controller.

4.6. VEHICLE AND DRIVER INTERFACE FUNCTIONS

Several messages are broadcast for use by the vehicle in given installations. Please refer to the text
pertaining to a particular message for further details.

It is the responsibility of the vehicle integrator to fully understand these parameters prior to their
use in a given vehicle installation.

4.6.1. TRANSMISSION STATUS INFORMATION

The ETC1, ETC2, and Transmission Fluids messages are broadcast for the intended use by vehicle
systems. These messages provide transmission range information, the transmission’s ability to generate
torque, transmission speed information, and other information. These can be used for vehicle interlocks,
driver displays, a tachometer display, a speedometer display, etc.

4.6.2. WAIT TO START STATUS

The Shutdown message is used to indicate that the Allison H 40/50 EP system or the engine is not ready
to begin operation and that the operator shall wait to start the engine.

4.6.3. DC-TO-DC CONVERTER

In installations that incorporate a DC-to-DC converter, the Allison H 40/50 EP system receives power
consumption data from the converter to allow for proper compensation strategies. This data is transmitted
via the proprietary message ‘Converter Interface Voltages and Currents’. Use of a DC-to-DC converter
shall be specified during the calibration order process.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 31 of 171
5.0 AUTO-DETECTION
Auto detection is not supported at this time.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 32 of 171
6.0 BROADCAST PARAMETERS
The Allison H 40/50 EP control system can potentially broadcast the following messages and parameters.
Parameter support can be categorized into one of three levels:

Standard ..................................... The given parameter is enabled for use in every production H 40/50 EP
software calibration.

TCM Reflash-Selectable ............ The given parameter may be enabled through Allison’s H 40/50 EP
production configuration process.

Special........................................ A unique software calibration shall be created by Allison Application

Engineering in order for the given parameter to be supported within the H
40/50 EP system.

Note that not all of the parameters in a particular message (PGN) are supported. The corresponding table
for each message denotes which parameters are available as part of a standard configuration or only in
special calibrations. Please discuss availability, restrictions, and default broadcasts with your Allison
representative.

Refer back to Section 4.0 of this document to determine if a specific message or parameter support is
required for a specific transmission function or feature.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 33 of 171
6.1. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – TO ENGINE
CONTROLLER
SAE Excerpt:
Broadcast Rate When active, 10 ms to engine
Data Length 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format 0
PDU Specific Destination Address
Default Priority 3
Parameter Group Number 0 (00000016)

Allison H 40/50 EP Implementation: This message is transmitted from Source Address 0316
(Transmission #1) to Destination Address 0016 (Engine #1). The following table shows in bold font the
parameters within this message that are supported by the Allison H 40/50 EP system. Subsequent
subparagraphs within this section provide more detail for each of the supported parameters and the
respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the table below
will be broadcast as all ones (1’s) to indicate ‘Not Available’.

TSC1 Sent to the Engine Controller Rate PGN Source Destination

(8 byte message) (10 ms) 0000 03 00
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY06 See section
Engine requested speed control conditions 696 1.3 2 bits CY03 Static
Override control mode priority 897 1.5 2 bits CY03 See section
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes CY03 Per J1939
Engine requested torque/torque limit 518 4 1 byte CY03 Per J1939
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque (Fractional) 4191 6.1 4 bits CY11 See section
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits CY09 See section
Message checksum 4207 8.5 4 bits

Full support of this message by the engine is required for proper operation of the Allison H 40/50 EP
system. It is required that the engine respond to all fields of this message indefinitely.

In the event of an inadvertent interruption of this message, the engine should hold the last received
command for 30 ms before disabling TSC1 control after which the engine shall return to engine idle
operation. Normal operation shall resume if this message is received again at a later time.

The engine may be operated in the traditional manner without TSC1 control during maintenance.
Therefore, the low speed governor and engine starting algorithms shall function normally in the absence
of TSC1 messages or when the TSC1 message indicates an Engine Override Control Mode (SPN 695)
value of ‘Override Disabled’.

During an Anti-Slip Reduction/Traction control event, this message will take into account any engine
torque modification required. Therefore the engine shall not respond to the Anti-Slip Reduction/Traction
control system’s TSC1 message. This shall be accomplished per the rules specified in the priority
selection logic for the Engine Override Control Mode parameter (SPN 695) in the Supporting Information
(Appendix D) section of the J1939-71 document. The engine shall not respond to the Anti-Slip
Reduction/Traction controller’s EBC1 message indication of an Anti-Slip Reduction/Traction Control event
unless the TSC1 message is not available from the Allison H 40/50 EP controller or this TSC1 message
contains an Engine Override Control Mode (SPN 695) value of ‘Override Disabled’.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 34 of 171
Note: Transmission of this message will follow the SAE J1939 standard by only transmitting when
necessary. However, in vehicles with Caterpillar or Cummins engines with 2006 or earlier Allison H 40/50
EP software/calibrations, the TSC1 message to the engine is continually transmitted.

6.1.1. ENGINE OVERRIDE CONTROL MODE [SPN 695]

SAE Excerpt: Defines which sort of control command is used.

002 Override Disabled - Disable any existing control commanded by the source of this command.
012 Speed Control - Govern speed to the included “desired speed” value.
102 Torque Control - Control torque to the included “desired torque” value.
112 Speed/Torque Limit Control - Limit speed and/or torque based on the included limit values. The
speed limit governor is a droop governor where the speed limit value defines the speed at the maximum
torque available during this operation.

Allison H 40/50 EP Implementation: 'Override Disabled', 'Speed Control', and 'Torque Control' may be
transmitted by the Allison H 40/50 EP system and the engine is required to respond accordingly.

For the ‘Override Disabled’ case, the engine shall perform low speed idle governor control and shall not
respond to the accelerator pedal position if there is an accelerator pedal connected to the engine
controller.

Note: In vehicles with Caterpillar or Cummins engines and 2006 or earlier Allison H 40/50 EP
software/calibrations, the ‘Override Disabled’ case will be transmitted continuously. Subsequent to the
2006 model year, a single, final message containing ‘Override Disabled’ will be transmitted and then
transmission of the TSC1 message will be suspended until the mode changes per the SAE J1939
standard.

6.1.2. REQUESTED SPEED CONTROL CONDITIONS [SPN 696]

SAE Excerpt: This mode tells the engine control system the governor characteristics that are desired
during speed control.

002 Transient optimized for driveline disengaged and non-lockup conditions

012 Stability optimized for driveline disengaged and non-lockup conditions
102 Stability optimized for driveline engaged and/or lockup condition 1 (e.g. vehicle driveline)
112 Stability optimized for driveline engaged and/or lockup condition 2 (e.g. PTO driveline)

Allison H 40/50 EP Implementation: A fixed value of 002 is always transmitted.

6.1.3. OVERRIDE CONTROL MODE PRIORITY [SPN 897]

SAE Excerpt: This field is used as an input to the engine or retarder to determine the priority of the
Override Control Mode received in the Torque/Speed Control message (see PGN 0). The default is 11
(Low priority). It is not required to use the same priority during the entire override function. For example,
the transmission can use priority 01 (High priority) during a shift, but can set the priority to 11 (Low
priority) at the end of the shift to allow traction control to also interact with the torque limit of the engine.

002 Highest Priority

012 High Priority
102 Medium Priority
112 Low Priority

Allison H 40/50 EP Implementation: The Allison H 40/50 EP system normally sends ‘Highest Priority’ to
ensure that the priority of this message is higher than other TSC1 messages received by the engine. ‘Low
Priority’ will be sent when the Override Control Mode parameter is set to ‘Override Disabled‘. The engine
shall honor the priority selection logic of this parameter in selecting which TSC1 message to respond to
when it receives simultaneous TSC1 messages per the rules specified in the Supporting Information

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 35 of 171
section (Appendix D) of the J1939-71 document for the Engine Override Control Mode parameter (SPN
695).

6.1.4. ENGINE REQUESTED SPEED/SPEED LIMIT [SPN 898]

SAE Excerpt: This is the engine speed which the engine is expected to operate at if the speed control
mode is active or the engine speed which the engine is not expected to exceed if the speed limit mode is
active.

Data Length: 2 bytes

Resolution: 0.125 rpm per bit gain, 0 rpm offset (upper byte resolution=32 rpm/bit)
Data Range: 0 to 8031.875 rpm

Allison H 40/50 EP Implementation: Any value within the engine’s operating range may be transmitted.

6.1.5. ENGINE REQUESTED TORQUE/TORQUE LIMIT [SPN 518]

SAE Excerpt: Parameter provided to the engine or retarder in the torque/speed control message for
controlling or limiting the output torque.
Requested torque to the retarder is measured in indicated torque as a percentage of reference retarder
torque (see the retarder configuration message, PGN 65249). The logic used in enabling or disabling the
retarder is based on the override control mode priority bits (SPN 897).
Data Length: 1 byte
Resolution: 1% per bit gain, -125 offset
Data Range: -125% to 125%
Operating Range: 0 to 125% engine torque requests

Allison H 40/50 EP Implementation: Any value within the engine’s operating range may be transmitted.

6.1.6. ENGINE REQUESTED TORQUE – (FRACTIONAL) [SPN 4191]

SAE Excerpt: This parameter displays an additional torque in percent of the reference engine torque.

When the MSB is set to 1, this parameter is not available. When the MSB is set to 0, bits 1 to 3 indicate
the desired torque with resolution of 0.125%/bit. Range is from 0 to 0.875% of reference torque.

The parameter is used in combination with SPN 518 Engine Requested Torque/Torque Limit. The
resulting torque/torque limit will be calculated by adding these two parameters.

Validity of Engine Requested Torque High Res has no effect on SPN 518.

Additional torque representations

0000 = +0.000%
0001 = +0.125%
.
.
.
0111 = +0.875%
1000 - 1111 = not available

Data Length: 4 bits

Resolution: 0.125 %/bit, 0 offset
Data Range: 0 to 0.875 %

Allison H 40/50 EP Implementation: Any value within the engine’s operating range may be transmitted.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 36 of 171
 6.1.7. MESSAGE COUNTER [SPN 4206]
SAE Excerpt: The message counter is used to detect situations where the transmitting ECU malfunction
repeats the same frame all the time. The receiver of the information may use the counter parameter to
detect this situation. The transmitting device will increase the message counter in every cycle. The
message counter will count from 0 to 7 and then wrap.

The values 0x8 thru 0xE are SAE reserved and should be ignored by the receiver.

Value 0xF (all bits set to 1) will indicate that the message counter is not available. For compatibility
purposes, TSC1 should also be honored if the message counter is not available from the transmitting
device.

Data Length: 4 bits

Resolution: 1 count/bit, 0 offset
Data Range: 0 to 15
Operational Range: 0 to 7 and 15 exclusively

Allison H 40/50 EP Implementation: The counter is incremented for each transmission of the message
and wrapping to a reset value of 0 after 7 has been transmitted. When a TSC1 message is suspended
due to the override control mode, the counter will resume incrementing from a value 0, unless the last
transmitted value was 0, in which case it will begin incrementing at 1. In applications for which this field is
irrelevant, the increment logic can be switched off by calibration and in those cases, a value of 15 (not
available) is always transmitted.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 37 of 171
6.2. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – TO ENGINE RETARDER
SAE Excerpt:
Broadcast Rate When active, 50 ms to the retarder
Data Length 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format 0
PDU Specific Destination address
Default Priority 3
Parameter Group Number 0 (00000016)

Allison H 40/50 EP Implementation: This message is directed from Source Address 0316 (Transmission
#1) to either Destination Address 0F16 (Retarder - Engine) or to Destination Address 2916 (Retarder,
Exhaust, Engine #1), but not both simultaneously. Which destination address is transmitted is installation
dependent. Please coordinate this destination address with your Allison representative. The following
table shows in bold font the parameters within this message that are supported by the Allison H 40/50 EP
system. Subsequent subparagraphs within this section provide more detail for each of the supported
parameters and the respective Allison H 40/50 EP Implementation. Unsupported and undefined
parameters in the table below will be broadcast as all ones (1’s) to indicate ‘Not Available’.

TSC1 Sent to the Engine Retarder Rate PGN Source Destination

Controller (50 0000 03 0F or 29
(8 byte message) ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY06 See section
Engine requested speed control conditions 696 1.3 2 bits CY03 Static
Override control mode priority 897 1.5 2 bits CY03 See section
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes
Engine requested torque/torque limit 518 4 1 byte CY03 See section
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque (Fractional) 4191 6.1 4 bits CY11 See section
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits CY09 See section
Message checksum 4207 8.5 4 bits

Full support of this message by the engine retarder controller is required for proper operation of the
Allison H 40/50 EP system. It is required that the engine retarder respond to this message indefinitely.

In the event of an inadvertent interruption of this message, the engine retarder shall hold the last received
command for 150 ms before disabling TSC1 control after which the engine retarder shall assume that the
Allison H 40/50 EP system is requesting the engine retarder to be disabled. Normal operation shall
resume if this message is received again at a later time.

It is acceptable for the engine retarder controller to override the engine retarder request made by the
Allison H 40/50 EP system due to conditions associated with engine control such as TSC1 message
support, engine fueling, and low engine speed. Under these conditions, the Allison H 40/50 EP system
shall be informed of this condition via the Actual Retarder – Percent Torque parameter of the ERC1
message.

During an Anti-Lock Braking event, the engine retarder may receive a TSC1 message from the Anti-Lock
Braking controller. The engine retarder shall honor the highest priority TSC1 message. For TSC1
messages which share the same priority, the engine retarder shall apply the rules specified within the
J1939-71 document, section 5.2.3.1 Engine Override Control Mode where message priority is defined.
The engine retarder shall not respond to the anti-lock braking controller’s EBC1 message indication of an

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 38 of 171
anti-lock braking event unless the TSC1 message is not available from the Allison H 40/50 EP controller
or this TSC1 message contains an Engine Override Control Mode (SPN 695) of ‘Override Disabled’.

Note: Transmission of this message will follow the SAE J1939 standard by only transmitting when
necessary. However, in vehicles with Caterpillar or Cummins engines with model year 2006 or earlier
Allison H40/50 EP software/calibrations, the TSC1 message to the engine is continually transmitted.

6.2.1. ENGINE OVERRIDE CONTROL MODE [SPN 695]

SAE Excerpt: Defines which sort of control command is used.

002 Override Disabled - Disable any existing control commanded by the source of this command.
012 Speed Control - Govern speed to the included “desired speed” value.
102 Torque Control - Control torque to the included “desired torque” value.
112 Speed/Torque Limit Control - Limit speed and/or torque based on the included limit values. The
speed limit governor is a droop governor where the speed limit value defines the speed at the maximum
torque available during this operation.

Allison H 40/50 EP Implementation: The following is transmitted:

Override Disabled (002) - when the engine retarder is requested to be off

Torque Control (102) - when the engine retarder is requested to be on

Note: A single, final message containing ‘Override Disabled’ will be transmitted and then transmission of
the TSC1 message will be suspended until the mode changes. In vehicles equipped with Caterpillar or
Cummins engines and model year 2006 or earlier Allison H40/50 EP software/calibrations, the ‘Override
Disabled’ case will be transmitted continuously. Subsequent to the 2006 model year, a single, final
message containing ‘Override Disabled’ will be transmitted and then transmission of the TSC1 message
will be suspended until the mode changes per the SAE J1939 standard.
6.2.2. REQUESTED SPEED CONTROL CONDITIONS [SPN 696]
SAE Excerpt: This mode tells the engine control system the governor characteristics that are desired
during speed control.

002 Transient optimized for driveline disengaged and non-lockup conditions

012 Stability optimized for driveline disengaged and non-lockup conditions
102 Stability optimized for driveline engaged and/or lockup condition 1 (e.g. vehicle driveline)
112 Stability optimized for driveline engaged and/or lockup condition 2 (e.g. PTO driveline)

Allison H 40/50 EP Implementation: A fixed value of 002 is always transmitted.

6.2.3. OVERRIDE CONTROL MODE PRIORITY [SPN 897]

SAE Excerpt: This field is used as an input to the engine or retarder to determine the priority of the
Override Control Mode received in the Torque/Speed Control message (see PGN 0). The default is 11
(Low priority). It is not required to use the same priority during the entire override function. For example,
the transmission can use priority 01 (High priority) during a shift, but can set the priority to 11 (Low
priority) at the end of the shift to traction control to also interact with the torque limit of the engine.

002 Highest Priority

012 High Priority
102 Medium Priority
112 Low Priority

Allison H 40/50 EP Implementation: The Allison H 40/50 EP system may send any value for this
parameter (but normally sends ‘Medium Priority’) when commanding the engine retarder on. ‘Low Priority’
will normally be sent when commanding the engine retarder off. During an Anti-Lock Braking event, the
same priority will be transmitted by the Allison H 40/50 EP system. The engine shall honor this parameter
in selecting which TSC1 message to respond to when it simultaneously receives multiple TSC1

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 39 of 171
messages. It is expected that the TSC1 message from the Anti-Lock Braking controller is normally
selected by the engine due to its typical transmission as 'Highest Priority'

6.2.4. ENGINE REQUESTED TORQUE/TORQUE LIMIT [SPN 518]

SAE Excerpt: Parameter provided to the engine or retarder in the torque/speed control message for
controlling or limiting the output torque.

Requested torque to the retarder is measured in indicated torque as a percentage of reference retarder
torque (see the retarder configuration message, PGN 65249). The logic used in enabling or disabling the
retarder is based on the override control mode priority bits (SPN 897).
Data Length: 1 byte
Resolution: 1% per bit gain, -125 offset
Data Range: -125% to 125%
Operating Range: -125% to 0 for retarder torque requests

Allison H 40/50 EP Implementation: The following is transmitted:

(0%) - when engine retarder is requested to be off

(-99%) - when engine retarder is requested to be on

Requesting different levels of engine retardation is not presently supported but may be supported at a
later time in applications where the engine is capable of varying engine retardation. The present method
of varying engine retardation is accomplished by the Allison H 40/50 EP system activating the engine
retarder and then varying the engine speed (where engine retardation is typically increased as engine
speed is increased).

6.2.5. ENGINE REQUESTED TORQUE – (FRACTIONAL) [SPN 4191]

SAE Excerpt: This parameter displays an additional torque in percent of the reference engine torque.

When the MSB is set to 1, this parameter is not available. When the MSB is set to 0, bits 1 to 3 indicate
the desired torque with resolution of 0.125%/bit. Range is from 0 to 0.875% of reference torque.

The parameter is used in combination with SPN 518 Engine Requested Torque/Torque Limit. The
resulting torque/torque limit will be calculated by adding these two parameters.

Validity of Engine Requested Torque High Res has no effect on SPN 518.

Additional torque representations

0000 = +0.000%
0001 = +0.125%
.
.
.
0111 = +0.875%
1000 - 1111 = not available

Data Length: 4 bits

Resolution: 0.125 %/bit, 0 offset
Data Range: 0 to 0.875 %

Allison H 40/50 EP Implementation: Any value within the retarder’s operating range may be transmitted.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 40 of 171
 6.2.6. MESSAGE COUNTER [SPN 4206]
SAE Excerpt: The message counter is used to detect situations where the transmitting ECU malfunction
repeats the same frame all the time. The receiver of the information may use the counter parameter to
detect this situation. The transmitting device will increase the message counter in every cycle. The
message counter will count from 0 to 7 and then wrap.

The values 0x8 thru 0xE are SAE reserved and should be ignored by the receiver.

Value 0xF (all bits set to 1) will indicate that the message counter is not available. For compatibility
purposes, TSC1 should also be honored if the message counter is not available from the transmitting
device.

Data Length: 4 bits

Resolution: 1 count/bit, 0 offset
Data Range: 0 to 15
Operational Range: 0 to 7 and 15 exclusively

Allison H 40/50 EP Implementation: The counter is incremented for each transmission of the message
and wrapping to a reset value of 0 after 7 has been transmitted. When a TSC1 message is suspended
due to the override control mode, the counter will resume incrementing from a value 0, unless the last
transmitted value was 0, in which case it will begin incrementing at 1. In applications for which this field is
irrelevant, the increment logic can be switched off by calibration and in those cases, a value of 15 (not
available) is always transmitted.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 41 of 171
6.3. PGN 34560 – ENGINE STATE REQUESTS: ESR – TO ENGINE CONTROLLER
SAE Excerpt:
Transmission Repetition Rate: 1 s or on change but no faster than 100 ms
Data Length: 8 bytes
Extended Data Page: 0
Data Page: 0
PDU Format: 135
PDU Specific: Destination address
Default Priority: 6
Parameter Group Number: 34,560 (00870016)

Allison H 40/50 EP Implementation: This message is sent from Source Address 5A16 (Powertrain
Control Module) to Destination Address 0016 (Engine #1). The following table shows in bold font the
parameters within this message that are supported by the Allison H 40/50 EP system. Subsequent
subparagraphs within this section provide more detail for each of the supported parameters and the
respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the table below
will be broadcast as all ones (1’s) to indicate ‘Not Available’.

ESR Sent to Engine Controller Rate PGN Source Destination

(8 byte message) 1s 8700 5A 00
Message Layout: Parameters SPN Offset Length SORP Notation
Desired Engine Fueling State 5793 1.1 2 bits MY16 See section
Engine Gaseous Fuel Usage Inhibited 6833 1.3 2 bits
Requested Fuel Type 6317 2 8 bits
Engine Gaseous Fuel Supply Desired Pressure 6715 3-4 2 bytes
Engine Fueling Desired Reason 7789 5.1 8 bits
Transmission Idle Governor Fueling Inhibit 7829 6.1 2 bits
Engine Fueling Not Desired Reason 7855 7 1 byte
Undefined 8

6.3.1. DESIRED ENGINE FUELING STATE [SPN 5793]

SAE Excerpt: Devices send this request to the engine controller to:

(a) Shut off engine fueling, but remain prepared to re-start quickly by not shutting down the control
system, or
(b) Keep the engine running.

00 Fueling not desired (shut off engine fueling)

01 Fueling desired (keep engine running)
10 Parameter supported, but no request
11 Don't care/Take no action

If the engine controller receives this parameter from multiple sources, then '01-Fueling desired' shall have
priority over '00-Fueling not desired'.

If this request can be honored by the receiving device as indicated by SPN 5795, then it shall be
processed independently of other means to stop engine fueling (i.e., SPN 970 Engine Auxiliary Shutdown
Switch or the Key switch). For example, if the engine is acting on SPN 5793 set to 01 (keep engine
running) and the vehicle key switch is turned off, then the engine shall shut off.

Use examples of this parameter include, but are not limited to:

1. In applications or situations where the engine can be physically disconnected from the hybrid
powertrain, a command of 00 could be used to request the engine to stop running, and as a result, stop

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 42 of 171
rotating.

2. In applications or situations where engine-driven accessories (power steering, etc.) must remain active
while the engine is not running, a command of 00 could result in the engine no longer running even as it
continues to be spun (motored) by the hybrid powertrain.

3. In applications or situations where components want to keep the engine running, such as an
aftertreatment system, a command of 01 could be used to prevent the engine from honoring requests
from other devices using this parameter to shut off fueling.

Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP system to
manage temporary engine shutdown. This signal indicates when the transmission requests that the
engine shut off engine fueling, but remains prepared to re-start quickly by not shutting down the control
system. This signal is used in both automated start/stops and normal driver initiated starts to inhibit fuel.
This signal, in conjunction with signals in EEC13, is used to replace use of EBC1 Engine Auxiliary
Shutdown Switch (SPN 970).

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 43 of 171
6.4. PGN 54016 – CALIBRATION INFORMATION: DM19 – FROM POWERTRAIN
CONTROL MODULE ON REQUEST
SAE Excerpt:
Broadcast Rate On request using PGN 59904 (See SAE J1939-21 PGN 59904)
A NACK is required if PG is not supported and it was a destination
specific request (see SAE J1939-21 PGN 59392)
Data Length Variable
Extended Data Page: 0
Data Page 0
PDU Format 211
PDU Specific DA
Default Priority 7
Parameter Group Number 54,016 (00D30016)

Definitions:
a=Calibration Verification Number (CVN)
b=Calibration Identification (Cal ID)

Message format shall be as follows: a1, b1, a2, b2, … ai, bi for i [> 0] CVN and CAL ID pairs.

For each pair of ai, bi,, the value of bi, shall be corresponding CAL ID for the CVN given by ai. [SAE
J1939-73] Figure 5.5 shows an example with three a, b pairs of a CVN followed by its CAL IDs. When a
controller is reporting more than one Cal ID and CVN pair it must maintain the Cal ID and CVN position in
the set reported so that the receiving device can associate the correct Cal ID and CVN with the proper
device.

If any value of any pair, ai, bi,, cannot be obtained due to incomplete calibration processes,
communications failures, or other electrical failures, or where the calculation of the CVN cannot be
completed in the time as allowed in regulations, then the value of all zeros (00 16) shall be used for each
such CVN and high values (i.e. FF16) shall be used for each such CAL ID. The count of pairs, i, conveyed
in the message shall reflect the known count of CVN and CAL ID pairs for the OBD system or component.

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 5A 16 (Powertrain
Control Module) after receiving a Request for this PGN. Since the total message size of this message is
greater than 8 bytes, a multi-frame response is necessary and the transport protocol broadcast announce
message (TP.CM-BAM) and data transfer (TP.DT) packet messages will be used to deliver the message.

The Allison H40/50 EP system reports CVN and Calibration ID combinations for the 4 major controllers in
the system: TCM, VCM, DPIM, and ESS. The values for the CVN and Calibration ID parameters vary
based on calibration, but should be the same for identically programmed vehicles.

The Allison H40/50 EP system responds to requests for this PGN from a global request or specific
requests only from the J1939 specified service tool source addresses, F9 16 or FA16. The Destination
Address for the DM19 message will be the source address of the requestor.

This message will be available for request on startup, but due to the time to collect/calculate the
populated data, the content of the message within the first 10 seconds after ignition key-on may not
contain the actual CVN/CALID information. Instead, the content may show the placeholder data as
described in the SPN subsections below.

DM19 Broadcast on Request Rate PGN Source Destination

(variable, 80 byte message for Allison H 40/50 EP) OR D300 5A FF, F9, FA
Message Layout: Parameters SPN Offset Length SORP Notation
Calibration Verification Number 1634 1-4 4 bytes CY17
*
Calibration Identification 1635 5-16 16 bytes CY17

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 44 of 171
 6.4.1. CALIBRATION VERIFICATION NUMBER [SPN 1634]
SAE Excerpt: Four-byte checksum of the entire calibration. Includes code and data. Excludes
parameters that exist only in RAM, nonvolatile parameters that change values during the life cycle of the
module (hours of operation, miles, number of on/off cycles, freeze frame data, etc.), or non-emissions-
related parameters that may be changed by the operator (offsets for real-time clocks, user selectable
preferences, etc.). If the checksum is less than 4 bytes, it must be padded with 00 16 (the 0016 pad is
placed in the most significant byte(s) when needed).

Data Length: 4 bytes

Resolution: Not applicable
Data Range: 0 to 4,294,967,295 (00 00 00 0016 to FF FF FF FF16)
Type: Hexadecimal

Allison H 40/50 EP Implementation: The Allison H40/50 EP system will report 0016 for all bytes of this
parameter until both the CVN and Calibration ID data has been collected/calculated for the specific
controller represented.

6.4.2. CALIBRATION IDENTIFICATION [SPN 1635]

SAE Excerpt: Sixteen-byte calibration identification number. Uniquely identifies the software installed in
the control module. The calibration ID must be unique, but does not need to be 16 bytes long. If the
Calibration ID is less than 16 bytes, those unused bytes are reported at the end of the calibration ID as
0016 (the 0016 pad is placed in the least significant bytes of the Calibration Identifier when needed). The
0016 if needed is added to the end of the ASCII character string for Calibration Identification.

In the instance where a Cal ID and CVN has not ever been reported by a subnetwork device then the
controller responding with the information to the scan tool shall report the Cal ID as sixteen bytes of FF16
and the CVN as all zeros in the position in the string that would have been sent to the scan tool.

Data Length: 16 bytes

Resolution: Not applicable
Data Range: 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 0016 to
FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF16
Type: ASCII and limited to printable characters only, except that 0016 used as padding at the end for
a Calibration ID less than 16 bytes

Allison H 40/50 EP Implementation: The Allison H40/50 EP system will report FF16 for all bytes of this
parameter until both the CVN and Calibration ID data has been collected/calculated for the specific
controller represented.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 45 of 171
6.5. PGN 57344 – CAB MESSAGE 1: CM1 – TO ENGINE CONTROLLER
SAE Excerpt:
Transmission Repetition Rate: 1s
Data Length: 8 bytes
Extended Data Page: 0
Data Page: 0
PDU Format: 224
PDU Specific: Destination address
Default Priority: 6
Parameter Group Number: 57,344 (00E00016)

Allison H 40/50 EP Implementation: This message is sent from Source Address 0316 (Transmission #1)
to Destination Address 0016 (Engine #1). The following table shows in bold font the parameters within this
message that are supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this
section provide more detail for each of the supported parameters and the respective Allison H 40/50 EP
Implementation. Unsupported and undefined parameters in the table below will be broadcast as all ones
(1’s) to indicate ‘Not Available’.

CM1 Sent to Engine Controller Rate PGN Source Destination

(8 byte message) 1s E000 03 00
Message Layout: Parameters SPN Offset Length SORP Notation
Requested percent fan speed 986 1 1 byte CY09 Per J1939
Cab interior temperature command 1691 2-3 2 bytes
Auxiliary heater coolant pump request 1684 4.1 2 bits
Battery main switch hold request 1682 4.3 2 bits
Operator seat direction switch 1714 4.5 2 bits
Seat belt switch 1856 4.7 2 bits
Park Brake Command 5630 5.1 2 bits
Vehicle limiting speed governor decrement switch 1655 5.3 2 bits
Vehicle limiting speed governor increment switch 1654 5.5 2 bits
Vehicle limiting speed governor enable switch 1653 5.7 2 bits
Aftertreatment regeneration inhibit switch 3695 6.1 2 bits CY07 See section
Aftertreatment regeneration force switch 3696 6.3 2 bits CY07 Engr use
Automatic gear shifting enable switch 1666 6.5 2 bits
Engine automatic start enable switch 1656 6.7 2 bits
Auxiliary heater mode request 1683 7.1 4 bits
Request engine zone heating 1685 7.5 2 bits
Request cab zone heating 1686 7.7 2 bits
Selected maximum vehicle speed limit 2596 8 1 byte

6.5.1. REQUESTED PERCENT FAN SPEED [SPN 986]

SAE Excerpt: Fan speed of the first or only fan in the system as a ratio of the actual fan drive (current
speed) to the fully engaged fan drive (maximum fan speed). A two state fan (off/on) will use 0% and
100% respectively. A three state fan (off/intermediate/on) will use 0%, 50% and 100% respectively. A
variable speed fan will use 0% to 100%. Multiple fan systems will use 0 to 100% to indicate the percent
cooling capacity being provided. Feedback to this request is provided using the estimated fan speed (see
SPN 975).

Note that the intermediate fan speed of a three state fan will vary with different fan drives; therefore 50%
is being used to indicate that the intermediate speed is required from the fan drive.

Data Length: 1 byte

Resolution: 0.4%/bit, 0 offset
Data Range: 0 to 100%

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 46 of 171
Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP system to
request the cooling system fan to be enabled at a particular speed. It should only be used in systems in
which the engine or fan controller is properly calibrated for requests from an outside device such as the
Allison H 40/50 EP controller. Proper use of this message is contingent on appropriate calibration of the
Allison H 40/50 EP controller as requested by the OEM. Use of this feature is not currently intended for
the end user to change the settings after the bus has been released (i.e. it is not a Customer Modifiable
Constant).

6.5.2. AFTERTREATMENT REGENERATION INHIBIT SWITCH [SPN 3695]

SAE Excerpt: Indicates the state of a switch available to the operator that inhibits aftertreatment
regeneration.
002 Not active
012 Active
102 Error
112 Not available
This SPN would be “not active” when aftertreatment regeneration is allowed to occur normally
(aftertreatment regeneration is not inhibited). The engine controller shall inhibit regeneration when
SPN3695 is in the ON state. Regeneration shall be activated by SPN3696 when it is in the ON state and
SPN3695 is in the OFF state.
Allison H 40/50 EP Implementation: This request is set active from the Transmission Controller Unit
when the Allison system requests inhibited particulate trap regeneration. It shall be noted that a
particulate trap regeneration inhibit request could also be generated via the vehicle operator through a
switch on the dash. The vehicle controller shall manage inhibit requests from multiple sources and relay
the processed final request to the Engine Controller.

6.5.3. AFTERTREATMENT FORCE SWITCH [SPN 3696]

SAE Excerpt: Indicates the state of a switch available to the operator that forces aftertreatment
regeneration.
002 Not active
012 Active
102 Error
112 Not available
This SPN would be “not active” when aftertreatment regeneration is allowed to occur normally
(aftertreatment regeneration is not being forced). The engine controller shall inhibit regeneration when
SPN 3695 is in the ON state. Regeneration shall be activated by SPN 3696 when it is in the ON state and
SPN3695 is in the OFF state.
Allison H 40/50 EP Implementation: This parameter is not utilized by the Allison H 40/50 EP control
system. This data is utilized only by the service tool for troubleshooting. A fixed value of “Not Available” is
always transmitted.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 47 of 171
6.6. PGN 57344 – CAB MESSAGE 1: CM1 – TO FAN DRIVE CONTROLLER
SAE Excerpt:
Transmission Repetition Rate: 1s
Data Length: 8 bytes
Extended Data Page: 0
Data Page: 0
PDU Format: 224
PDU Specific: Destination address
Default Priority: 6
Parameter Group Number: 57,344 (00E00016)

Allison H 40/50 EP Implementation: This message is sent from Source Address 0316 (Transmission #1)
to Destination Address 4E16 (Fan Drive Controller). The following table shows in bold font the parameters
within this message that are supported by the Allison H 40/50 EP system. Subsequent subparagraphs
within this section provide more detail for each of the supported parameters and the respective Allison H
40/50 EP Implementation. Unsupported and undefined parameters in the table below will be broadcast as
all ones (1’s) to indicate ‘Not Available’.

CM1 Sent to Fan Drive Controller Rate PGN Source Destination

(8 byte message) 1s E000 03 4E
Message Layout: Parameters SPN Offset Length SORP Notation
Requested percent fan speed 986 1 1 byte CY09 Per J1939
Cab interior temperature command 1691 2-3 2 bytes
Auxiliary heater coolant pump request 1684 4.1 2 bits
Battery main switch hold request 1682 4.3 2 bits
Operator seat direction switch 1714 4.5 2 bits
Seat belt switch 1856 4.7 2 bits
Park Brake Command 5630 5.1 2 bits
Vehicle limiting speed governor decrement switch 1655 5.3 2 bits
Vehicle limiting speed governor increment switch 1654 5.5 2 bits
Vehicle limiting speed governor enable switch 1653 5.7 2 bits
Aftertreatment regeneration inhibit switch 3695 6.1 2 bits
Aftertreatment regeneration force switch 3696 6.3 2 bits
Automatic gear shifting enable switch 1666 6.5 2 bits
Engine automatic start enable switch 1656 6.7 2 bits
Auxiliary heater mode request 1683 7.1 4 bits
Request engine zone heating 1685 7.5 2 bits
Request cab zone heating 1686 7.7 2 bits
Selected maximum vehicle speed limit 2596 8 1 byte

6.6.1. REQUESTED PERCENT FAN SPEED [SPN 986]

SAE Excerpt: Fan speed of the first or only fan in the system as a ratio of the actual fan drive (current
speed) to the fully engaged fan drive (maximum fan speed). A two state fan (off/on) will use 0% and
100% respectively. A three state fan (off/intermediate/on) will use 0%, 50% and 100% respectively. A
variable speed fan will use 0% to 100%. Multiple fan systems will use 0 to 100% to indicate the percent
cooling capacity being provided. Feedback to this request is provided using the estimated fan speed (see
SPN 975).

Note that the intermediate fan speed of a three state fan will vary with different fan drives; therefore 50%
is being used to indicate that the intermediate speed is required from the fan drive.

Data Length: 1 byte

Resolution: 0.4%/bit, 0 offset
Data Range: 0 to 100%

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 48 of 171
Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP system to
request the cooling system fan to be enabled at a particular speed. It should only be used in systems in
which the engine or fan controller is properly calibrated for requests from an outside device such as the
Allison H 40/50 EP controller. Proper use of this message is contingent on appropriate calibration of the
Allison H 40/50 EP controller as requested by the OEM. Use of this feature is not currently intended for
the end user to change the settings after the bus has been released (i.e. it is not a Customer Modifiable
Constant).

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 49 of 171
6.7. PGN 59904 – REQUEST: FROM TRANSMISSION
SAE J1939-21 Excerpt: Message used to request a Parameter Group from a network device or devices.

Transmission Repetition Rate: Per user requirements, but generally recommended that requests occur
no more than 2 or 3 times per second
Data Length: 3 bytes (The CAN frame for this PG shall set the DLC to 3.)
Extended Data Page: 0
Data Page: 0
PDU Format: 234
PDU Specific: Destination address (global or specific)
Default Priority: 6
Parameter Group Number: 59,904 (00EA0016)

Allison H 40/50 EP Implementation: This message is sent from Source Address 0316 (Transmission #1)
to the global Destination Address (FF16) to request a message (by Parameter Group Number) from the
engine controller. This message is used specifically to request identification information from the engine
controllers at system initialization and will be transmitted until the requests have received the intended
response or a calibrated timeout period. The transmit rate of the request exceeds the recommended
value, but the request is only active for a few seconds during initialization.

The global destination address is used to designate that any response to this message use the Broadcast
Announce Message (BAM) transport protocol method. Allison does not support the
Request_to_Send/Clear_to_Send (RTS/CTS) transport protocol method required for PGN request
messages that use a specific destination address. Refer to the section entitled “Request” in the J1939-21
document for details regarding this message and the definition of the terminology used by this
explanation.

The following table shows in bold font the parameters within this message that are supported by the
Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more detail for each of
the supported parameters and the respective Allison H 40/50 EP Implementation.

Request from the Transmission Rate PGN Source Destination

(3 byte message) (500 ms) EA00 03 FF
Message Layout: Parameters SPN Offset Length SORP Notation
Parameter group number (RQST)
2540 1 3 bytes CY03 See section
(* PGNs requested: AETC, EC1 & CI)

6.7.1. PARAMETER GROUP NUMBER (RQST) [SPN 2540]

SAE J1939-21 Excerpt: Whenever it is necessary to identify a Parameter Group in the data field of a
CAN data frame, it will be expressed in 24 bits [3 bytes]. The 24-bit value is sent least significant byte
(LSB) first (see Table 2 where it is stated the MSB is sent third, middle byte second and least significant
byte first). The Parameter Group Number is a 24-bit value that has the following constituent components:
6 bits set to zero, Extended Data Page bit, Data Page bit, PDU Format Field (8 bits), and Group
Extension Field (8 bits). The procedure for the bit fields to be converted to a Parameter Group Number is
as follows. The six most significant bits of the PGN are set to zero. Then the Extended Data Page Bit,
Data Page bit and PDU Format field are copied into the next 10 bits. Lastly if the PF value is less than
240 (F016), then the least significant byte of the PGN is set to zero. Otherwise it is set to the value of the
Group Extension Field.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 50 of 171
Allison H 40/50 EP Implementation: Using the message layout table format, the 3 bytes of the PGN
referred to above are defined as follows:

Message Layout: Parameters Offset Length Notation

LSB of PGN (Group Extension Field) 1 1 byte See PGN Request List below
MSB of PGN (PDU Format (PF) part of PGN) 2 1 byte See PGN Request List below
Data Page for PGN 3.1 1 bit Static (0)
Extended data page for PGN 3.2 1 bit Static (0)
Zero filled bits 3.3 6 bits Static (0)

Since the data page bit and extended data page for all the PGNs requested by Allison H 40/50 EP have a
value of 0, byte 3 of the PGN request message is always set to 0. The list of requested PGNs is
application-specific based upon software and calibrations per customer, but the table below contains all
the possible PGNs that may be requested along with the calendar year in which the request was first
added to the software and the section in which the expected response to the request is documented.
PGN Request List
Acronym of
Byte 1 Byte 2
Requested Calendar Document Section Link for the
of of
Message Year Expected PGN Response to Receive
Request Request
(PGN)
AETC (FD9016) 9016 FD16 CY09 Refer to section 7.14 for the AETC input message
EC1 (FEE316) E316 FE16 CY03 Refer to section 7.20 for the EC1 input message
CI (FEEB16) EB16 FE16 CY03 Refer to section 7.22 for the CI input message

Please note that the Allison H 40/50 EP software expects each of the requested responses to exceed 8
bytes in length. The software is designed to accept only the use of the transport protocol broadcast
announce message (TP.CM_BAM) method with multi-frame data transfer (DT) packets in response to the
PGNs requested. Any single frame message response to these requests will be ignored by the Allison H
40/50 EP software.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 51 of 171
6.8. PGN 60160 – TRANSPORT PROTOCOL DATA TRANSFER: TP.DT – FROM
TRANSMISSION
SAE J1939-21 Synopsis: The TP.DT message is an individual packet of a multi-packet message
transfer. For example, if a large message had to be divided into five packets in order to be communicated
then there would be five TP.DT messages. See SAE J1939-21 for more information on this message and
its parameters.

SAE J1939-21 Reference .......... 5.10.4

Broadcast Rate .......................... Follows a TP.CM_BAM message OR a previous TP.DT message packet.
Must be transmitted between 50 and 200 ms after last TP.CM_BAM or
TP.DT in this sequence
Data Length ................................ 8 bytes
Extended Data Page .................. 0
Data Page .................................. 0
PDU Format ............................... 235
PDU Specific .............................. Destination Address (Global Destination = 255d)
Default Priority ............................ 7
Parameter Group Number 60,160 (00EB0016)

Allison H 40/50 EP Implementation: This message is used in support of the transport protocol and
transmits up to 4 TP.DT packets of data following a TP.CM_BAM message from Source Address 0316
(Transmission #1). Refer to the section on TP.CM_BAM message reception for more details including
which messages (PGNs) can be transmitted.

The following table shows in bold font the parameters within this message that are supported by the
Allison H 40/50 EP system. Please note that the message is transmitted with a priority of 6 in the
message identifier as opposed to the default priority of 7. Because all TP.DT messages are transmitted
by the Allison H 40/50 EP software preceding the packet message burst with the TP.CM_BAM, the global
destination of FF16 is used in the message identifier. Subsequent subparagraphs within this section
provide more detail for each of the supported parameters and the respective Allison H 40/50 EP
Implementation. Unsupported and undefined parameters in the table below will be broadcast as all ones
(1’s) to indicate ‘Not Available’.

TP.DT from Transmission Rate PGN Source Destination

(8 byte message) (60 ms) EB00 03 FF
Message Layout: Parameters SPN Offset Length SORP Notation
Sequence number 2572 1 1 byte CY06 Per J1939
Packetized data 2573 2-8 7 bytes CY06 Per J1939

6.8.1. SEQUENCE NUMBER [SPN 2572]

SAE J1939-21 Excerpt: Sequence numbers are assigned to packets for transmission on the network
during message packetization and then used on reception of packets to reassemble them back into a
message. Sequence numbers shall be assigned to individual packets beginning with one and continuing
sequentially until the entire message has been packetized and transmitted. The packets shall be sent
sequentially in ascending order starting with packet 1.

Data Length: 1 byte

Data Range: 1 to 255

Allison H 40/50 EP Implementation: This parameter is used to ensure that all of the transport protocol
messages are transmitted in the proper order.

6.8.2. PACKETIZED DATA [SPN 2573]

SAE Excerpt: Packetized Data (7 bytes). Note the last packet of a multi-packet Parameter Group may
require less than 8 data bytes. The extra bytes should be filled with FF16.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 52 of 171
Allison H 40/50 EP Implementation: Only full 8 bytes TP.DT messages are transmitted by the Allison H
40/50 EP software. Any unused bytes in the final packet are set to FF16.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 53 of 171
6.9. PGN 60416 – TRANSPORT PROTOCOL CONNECTION MANAGEMENT
BROADCAST ANNOUNCE MESSAGE: TP.CM_BAM – FROM TRANSMISSION
SAE J1939-21 Excerpt: The TP.CM_BAM (Transport Protocol Connection Management Broadcast
Announce Message) is used to inform all the nodes of the network that a large message is about to be
broadcast. It defines the parameter group and the number of bytes to be sent. After TP.CM_BAM is sent,
the Data Transfer Messages are sent and they contain the packetized broadcast data. TP.CM_BAM is
only transmitted by the originator.

See SAE J1939-21 for more information on the transport protocol.

SAE J1939-21 Reference 5.10.3

Broadcast Rate Per the Parameter Group Number to be transferred
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 236
PDU Specific Destination Address (Global Destination = 255d)
Default Priority 7
Parameter Group Number 60,416 (00EC0016)

Allison H 40/50 EP Implementation: The following table shows in bold font the parameters within this
message that are supported by the Allison H 40/50 EP system and transmitted from Source Address 0316
(Transmission #1) or 5A16 (Powertrain Control Module). Please note that the message is transmitted
with a priority of 6 in the message identifier as opposed to the default priority of 7. Because this is a
TP.CM_BAM, the global destination of FF16 is used in the message identifier. Subsequent subparagraphs
within this section provide more detail for each of the supported parameters and the respective Allison H
40/50 EP Implementation. Unsupported and undefined parameters in the table below will be broadcast as
all ones (1’s) to indicate ‘Not Available’.

TP.CM_BAM from Transmission, Rate PGN Source Destination

Powertrain Control Module AS EC00 03, 5A FF
(8 byte message)

Message Layout: Parameters SPN Offset Length SORP Notation

Control byte 2556 1 1 byte CY06 Static
Total message size 2567 2-3 2 bytes CY06 Per J1939
Total number of packets 2568 4 1 bytes CY06 Per J1939
Reserved 5 1 byte
Parameter group number (PGN) of packeted
message 2569 6-8 3 bytes CY06 Per J1939
(* PGNs Transmitted: DM1, SOFT, CI, & DM19)

Note that of the six transport protocol connection management messages, the Allison H 40/50 EP only
supports the Broadcast Announce Message (TP.CM_BAM).

6.9.1. CONTROL BYTE [SPN 2556]

SAE Excerpt:
Data Length: 1 byte
Data Range: 16, 17, 19, 32, 255

Allison H 40/50 EP Implementation: The Control Byte shall be set to 32d to indicate Broadcast
Announce Message (BAM). Any other value for this parameter would define this TP.CM message as a
type other than a BAM message. The Allison H 40/50 EP system only supports one type of TP.CM
message which is the BAM message. Therefore, any other value for this parameter would cause the
TP.CM message to be rejected which would result in any following TP.DT messages to not be accepted.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 54 of 171
 6.9.2. TOTAL MESSAGE SIZE [SPN 2567]
SAE Excerpt: Total message size (in bytes) for BAM message. Messages shorter than 9 data bytes
should be sent without utilizing the transport protocol. Messages longer than 1785 cannot use the BAM
transport protocol.

Data Length: 2 bytes

Data Range: 9 to 1785

Allison H 40/50 EP Implementation: Allison H 40/50 EP supports values for this parameter in the range
of 9 to 28 bytes which is sufficient to support all expected J1939 messages with fixed data length

6.9.3. TOTAL NUMBER OF PACKETS [SPN 2568]

SAE Excerpt: Total number of packets for BAM message. Zero and one are not valid values.

Data Length: 1 byte

Data Range: 2 to 255

Allison H 40/50 EP Implementation: Supports values for this parameter in the range of 2 to 4 packets
which is sufficient to support the SPN, “Total message size”.

6.9.4. PARAMETER GROUP NUMBER (PGN) OF PACKETED MESSAGE [SPN 2569]

SAE J1939-21 Excerpt: Whenever it is necessary to identify a Parameter Group in the data field of a
CAN data frame, it will be expressed in 24 bits [3 bytes]. The 24-bit value is sent least significant byte
(LSB) first (see [SAE J1939-21] Table 2 where it is stated the MSB is sent third, middle byte second and
least significant byte first). The Parameter Group Number is a 24-bit value that has the following
constituent components: 6 bits set to zero, Extended Data Page bit, Data Page bit, PDU Format Field (8
bits), and Group Extension Field (8 bits). The procedure for the bit fields to be converted to a Parameter
Group Number is as follows. The six most significant bits of the PGN are set to zero. Then the Extended
Data Page Bit, Data Page bit and PDU Format field are copied into the next 10 bits. Lastly if the PF value
is less than 240 (F016), then the least significant byte of the PGN is set to zero. Otherwise it is set to the
value of the Group Extension Field.

Allison H 40/50 EP Implementation: Using the message layout table format, the 3 bytes of the PGN
referred to above is defined as follows:

Message Layout: Parameters Offset Length Notation

LSB of PGN (PDU Specific (PS) part of PGN) 1 1 byte See PGN Tx List below
MSB of PGN (PDU Format (PF) part of PGN) 2 1 byte See PGN Tx List below
Data page for PGN 3.1 1 bit Static (0)
Extended data page for PGN 3.2 1 bit Static (0)
Zero filled bits 3.3 6 bits Static (0)

Since the data page and extended data page for all the PGNs sent by Allison has a value of 0, byte 3 of
the PGN is always set to 0. The PGNs transmitted appear in the list below with the calendar year in which
the message was first added to the software and the section of this document the message is
documented.
PGN Transmitted List
Byte Byte
Acronym of Calendar Section
1 of 2 of
Message (PGN) Year Reference
PGN PGN
DM1 (FECA16) CA16 FE16 CY06 6.19
SOFT (FEDA16) DA16 FE16 CY09 6.20
CI (FEEB16) EB16 FE16 CY09 6.23
DM19 (D30016) 0016 D316 CY17 6.4

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 55 of 171
The DM1 message is only transmitted as a multi-packet message when the number of active DTCs falls
within the range 2 to 6.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 56 of 171
6.10. PGN 61440 – ELECTRONIC RETARDER CONTROLLER #1: ERC1 – FROM
TRANSMISSION
SAE Excerpt:
Broadcast Rate 100 ms
Data Length 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format 240
PDU Specific 0
Default Priority 6
Parameter Group Number 61,440 (00F00016)

Allison H 40/50 EP Implementation: This message is broadcast from the transmission posing as
Source Address 1016 (Driveline Retarder Controller). The following table shows in bold font the
parameters within this message that are supported by the Allison H 40/50 EP system. Subsequent
subparagraphs within this section provide more detail for each of the supported parameters and the
respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the table below
will be broadcast as all ones (1’s) to indicate ‘Not Available’.

ERC1 Sent from the Driveline Retarder Rate PGN Source Destination
(8 byte message) 100 ms F000 10 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Retarder torque mode 900 1.1 4 bits CY03 See section
Retarder enable – brake assist switch 571 1.5 2 bits
Retarder enable – shift assist switch 572 1.7 2 bits
Actual retarder – percent torque 520 2 1 byte
Intended retarder percent torque 1085 3 1 byte
Engine coolant load increase 1082 4.1 2 bits
Retarder requesting brake light 1667 4.3 2 bits
Retarder road speed limit switch 4233 4.5 2 bits
Retarder road speed exceeding status 4234 4.7 2 bits
Source address of controlling device for retarder 1480 5 1 byte CY12 See section
control
Drivers demand retarder – percent torque 1715 6 1 byte
Retarder selection, non-engine 1716 7 1 byte
Actual maximum available retarder – percent torque 1717 8 1 byte

It is anticipated that this message will be used as a ‘heart-beat’ message by the Anti-Lock Braking
Controller. This message allows the Anti-Lock Braking controller to know that a driveline retardation
device is available within the propulsion system and also allows the Anti-Lock Braking controller to verify
the health of the J1939 communication with the Allison H 40/50 EP system.
6.10.1. RETARDER TORQUE MODE [SPN 900]
SAE Excerpt: State signal which indicates which retarder torque mode is currently generating, limiting,
or controlling the torque. Note that the modes are not in prioritized order. Not all modes may be relevant
for a given device. Some devices may not implement all functions.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 57 of 171
 Bit State Engine/Retarder Torque Mode

00002 Low idle governor/no request (default mode)

00012 Accelerator Pedal/operator selection
00102 Cruise control
00112 PTO governor
01002 Road speed governor
01012 ASR control
01102 Transmission control
01112 ABS control
10002 Torque limiting
10012 High speed governor
10102 Braking system
10112 Remote accelerator
11002 Service procedure
11012 Not defined
11102 Other
11112 Not Available

Engine/Retarder Torque Mode Support Requirements

Mode 00002 means “No request”: retarder torque = 0 (no braking).

Modes 00012 to 11102 indicate that there is either a torque request or the identified function is currently
controlling the retarder: retarder torque may range from 0 (no braking) to the upper limit.

Allison H 40/50 EP Implementation: When the commanded output torque by the Allison H 40/50 EP
system indicates braking, the value of 'Braking system' is sent otherwise, the value of 'Other' is sent or in
the case of an ABS event, ’ABS control’ is sent.

6.10.2. SOURCE ADDRESS OF CONTROLLING DEVICE FOR TRANSMISSION CONTROL [SPN

1480]
SAE Excerpt: The source address of the SAE J1939 device currently controlling the retarder. It is used
to expand the torque mode parameter (see SPN 899) in cases where control is in response to an ECU
that is not listed in Table SPN899_A. Its value may be the source address of the ECU transmitting the
message (which means that no external SAE J1939 message is providing the active command) or the
source address of the SAE J1939 ECU that is currently providing the active command in a TSC1 (see
PGN 0) or similar message. Note that if this parameter value is the same as the source address of the
device transmitting it, the control may be due to a message on a non-SAE J1939 data link such as SAE
J1922 or a proprietary link.

Data Length: 1 byte

Resolution: 1source address/bit, 0 offset
Data Range: 0 to 253

Allison H 40/50 EP Implementation: A value of 1016 is normally broadcast at all times to indicate the
driveline retarder is always retaining control of itself. The controller may fill in this field during a TSC1
torque limiting event with the SA of the device currently limiting retarder torque. This is intended for
service tool monitoring of events in the field.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 58 of 171
6.11. PGN 61441 – ELECTRONIC BRAKE CONTROLLER #1: EBC1 – FROM
TRANSMISSION
SAE Excerpt:
Broadcast Rate 100 ms
Data Length 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format 240
PDU Specific 1
Default Priority 6
Parameter Group Number 61,441 (00F00116)

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 0316
(Transmission #1). The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

EBC1 Sent from the Transmission Rate PGN Source Destination

(8 byte message) 100 ms F001 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
ASR engine control active 561 1.1 2 bits
ASR brake control active 562 1.3 2 bits
Anti-lock braking (ABS) active 563 1.5 2 bits
EBS brake switch 1121 1.7 2 bits
Brake pedal position 521 2 1 byte
ABS off-road switch 575 3.1 2 bits
ASR off-road switch 576 3.3 2 bits
ASR “hill-holder” switch 577 3.5 2 bits
Traction control override switch 1238 3.7 2 bits
Accelerator interlock switch 972 4.1 2 bits
Engine derate switch 971 4.3 2 bits
Engine auxiliary shutdown switch 970 4.5 2 bits CY07 See section
Remote accelerator enable switch 969 4.7 2 bits
Engine retarder selection 973 5 1 byte
ABS fully operational 1243 6.1 2 bits
EBS red warning signal 1439 6.3 2 bits
ABS/EBS amber warning signal (powered vehicle) 1438 6.5 2 bits
ATC/ASR information signal 1793 6.7 2 bits
Source address of controlling device for brake control 1481 7 1 byte
Railroad Mode Switch 7941 8.1 2 bits
Halt brake switch 2911 8.3 2 bits
Trailer ABS status 1836 8.5 2 bits
Tractor-mounted trailer ABS warning signal 1792 8.7 2 bits

6.11.1. ENGINE AUXILIARY SHUTDOWN SWITCH [SPN 970]

SAE Excerpt: Switch signal which requests that all engine fueling stop.

002 Off
012 On
102 Error
112 Not available

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 59 of 171
Allison H 40/50 EP Implementation: This request is set active when the Allison H 40/50 EP system
requests the engine to stop fueling when the engine wakeup remains active. This message is used by the
Allison H 40/50 EP system to disable fuel during startup/shutdown and special modes of operation. For
Engine Start-Stop logic, the Allison H 40/50 EP system will also support a halt brake switch status
message which is multiplexed by the vehicle control module to indicate the system request to engage the
service brake interlock.

Please contact Allison Hybrid Applications Engineering for further details.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 60 of 171
6.12. PGN 61442 – ELECTRONIC TRANSMISSION CONTROLLER #1: ETC1
SAE Excerpt:
Broadcast Rate 10 or 40 ms, per calibration; 40 ms for most applications
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 240
PDU Specific 2
Default Priority 3
Parameter Group Number 61,442 (00F00216)

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 0316
(Transmission #1). The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

ETC1 Broadcast Rate PGN Source Destination

*
(8 byte message) 40 ms F002 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Transmission driveline engaged 560 1.1 2 bits CY03 Per J1939
Transmission torque converter lockup engaged 573 1.3 2 bits
Transmission shift in process 574 1.5 2 bits CY03 Per J1939
Transmission torque converter lockup transition in process 4816 1.7 2 bits
Transmission output shaft speed 191 2-3 2 bytes CY03 Per J1939
Percent clutch slip 522 4 1 byte
Engine momentary overspeed enable 606 5.1 2 bits
Progressive shift disable 607 5.3 2 bits CY03 Static
Momentary engine maximum power enable 5015 5.5 2 bits
Undefined 5.7 2 bits
Transmission input shaft speed 161 6-7 2 bytes CY03 Per J1939
Source address of controlling device for transmission CY03, Static,
1482 8 1 byte
control CY12 See section

Caution should be exercised, particularly for functions occurring at vehicle key-on, as message latency
may delay or otherwise affect the intended operation. It is the vehicle builder’s responsibility to properly
validate any functions based on this information. For example, the turn of an ignition key from ‘off’ to
‘start’ can certainly happen in a shorter time than that required by the transmission controller to boot up
and determine its current state of being.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 61 of 171
 6.12.1. TRANSMISSION DRIVELINE ENGAGED [SPN 560]
SAE Excerpt: Driveline engaged indicates the transmission-controlled portion of the driveline is engaged
sufficiently to allow a transfer of torque through the transmission. Driveline engaged is ACTIVE whenever
the transmission is in gear. This parameter should be used in conjunction with the parameter “Shift in
Process”. While a shift is in process, the receiver should not assume that the driveline is either fully
engaged or disengaged (i.e., cruise control).
002 Driveline disengaged
012 Driveline engaged
102 Error
112 Not available

Allison H 40/50 EP Implementation: Indicates ‘Driveline Engaged’ whenever any clutch can transmit
engine torque, electric motor torque or inertial torque to the driveline. The ‘Driveline Engaged’ indication
will be sent for clutch states of fully engaged, in the process of engaging, or in the process of
disengaging. ‘Driveline Disengaged’ will be sent only when all clutches are completely disengaged. Note
that ‘Error’ is not supported. ‘Not Available’ may be transmitted near power on initialization of the control
system.

6.12.2. TRANSMISSION SHIFT IN PROCESS [SPN 574]

SAE Excerpt: Indicates that the transmission is in process of shifting from the current gear to the
selected gear.

002 Shift is not in process

012 Shift is in process
102 Error
112 Not available

Allison H 40/50 EP Implementation: This parameter is set to ‘Shift is in process’ prior to any clutch
activity in the upcoming shift, and is not set back to ‘Shift is not in process’ until all clutch activity of the
previous shift has been completed. This applies for both range-to-range shifts and for range-to-neutral or
neutral-to-range shifts. Note that ‘Error’ is not supported. ‘Not Available’ may be transmitted near power
on initialization of the control system.

6.12.3. TRANSMISSION OUTPUT SHAFT SPEED [SPN 191]

SAE Excerpt: Calculated speed of the transmission output shaft.

Data Length: 2 bytes

Resolution: 0.125 RPM/bit, 0 offset
Data Range: 0 to 8,031.875 RPM

Allison H 40/50 EP Implementation: The Transmission Output Shaft Speed parameter is transmitted as
a positive speed when rolling in the reverse direction. Due to sensor limitations, the Transmission Output
Shaft Speed parameter reflects zero RPM when the actual physical output shaft speed becomes less
than the physical ability of the speed sensors to measure rotational speed, approximately 60 to 90 RPM.
‘Not Available’ (all 1’s) may be transmitted near power on initialization of the control system.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 62 of 171
 6.12.4. PROGRESSIVE SHIFT DISABLE [SPN 607]
SAE Excerpt: Command signal used to indicate that progressive shifting by the engine should be
disallowed.

002 Progressive shift is not disabled

012 Progressive shift is disabled
102 Error
112 Take no action

Allison H 40/50 EP Implementation: This parameter is always set to ‘Progressive shift is disabled’. ‘Not
Available’ may be transmitted near power on initialization of the control system.

6.12.5. TRANSMISSION INPUT SHAFT SPEED [SPN 161]

SAE Excerpt: Rotational velocity of the primary shaft transferring power into the transmission. When a
torque converter is present, it is the output of the torque converter.

Data Length: 2 bytes

Resolution: 0.125 RPM/bit gain, 0 offset
Data Range: 0 to 8,031.875 RPM

Allison H 40/50 EP Implementation: The calculated input shaft speed based upon the measured electric
motor speeds and the defined internal gear ratios. ‘Not Available’ (all 1’s) may be transmitted near power
on initialization of the control system.

6.12.6. SOURCE ADDRESS OF CONTROLLING DEVICE FOR TRANSMISSION CONTROL [SPN

1482]
SAE Excerpt: The source address of the SAE J1939 device currently controlling the transmission. Its
value may be the source address of the ECU transmitting the message (which means that no external
SAE J1939 message is providing the active command) or the source address of the SAE J1939 ECU that
is currently providing the active command in a TSC1 or similar message. Note that if this parameter value
is the same as the source address of the device transmitting it, the control may be due to a message on a
non-SAE J1939 data link such as SAE J1922 or a proprietary link.

Data Length: 1 byte

Resolution: 1source address/bit, 0 offset
Data Range: 0 to 253

Allison H 40/50 EP Implementation: A value of 0316 is normally broadcast at all times to indicate the
transmission is always retaining control of itself. The transmission may fill in this field during a TSC1
torque limiting event with the SA of the device currently winning arbitration. With the addition of the
multiple TSC1 reception in MY2012, this now provides feedback during a torque limiting event. This is
intended for service tool monitoring of events in the field.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 63 of 171
6.13. PGN 61443 – ELECTRONIC ENGINE CONTROLLER #2: EEC2 – FROM
TRANSMISSION

SAE Excerpt:
Broadcast Rate 50 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 240
PDU Specific 3
Default Priority 3
Parameter Group Number 61,443 (00F00316)

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 0316
(Transmission #1). The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

EEC2 Sent from the Transmission Rate PGN Source Destination

(8 byte message) 40 ms F003 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Accelerator pedal 1 low idle switch 558 1.1 2 bits CY03, Static,
CY12 See section
Accelerator pedal kickdown switch 559 1.3 2 bits
Road speed limit status 1437 1.5 2 bits
Accelerator pedal 2 low idle switch 2970 1.7 2 bits
Accelerator pedal position 1 91 2 1 byte CY03, Static,
CY12 See section
Engine percent load at current speed 92 3 1 byte
Remote accelerator pedal position 974 4 1 byte
Accelerator pedal position 2 29 5 1 byte
Vehicle acceleration rate limit status 2979 6.1 2 bits
Momentary engine maximum power enable feedback 5021 6.3 2 bits
DPF Thermal Management Active 5399 6.5 2 bits
SCR Thermal Management Active 5400 6.7 2 bits
Actual maximum available engine – percent torque 3357 7 1 byte
Estimated Pumping – Percent Torque 5398 8 1 byte

The reason this message is supported is so that certain engines will avoid logging unnecessary
accelerator pedal faults due to the engines' multiplexing features via the J1939 data link. The data within
this message is not intended to be used for actual acceleration pedal position data.

6.13.1. ACCELERATOR PEDAL 1 LOW IDLE SWITCH [SPN 558]

SAE Excerpt: Switch signal which indicates whether the accelerator pedal low idle switch is opened or
closed. The low idle switch is defined in SAE J1843.

002 Accelerator pedal not in low idle condition

012 Accelerator pedal in low idle condition

Allison H 40/50 EP Implementation: In software versions prior to 2013, a fixed value of '012' is
transmitted unless the OEM specifically requested that the signal be supported on the customer
specification sheet. If this option was selected, the switch signal indicates whether the accelerator pedal
low idle switch is opened or closed. In versions from 2013 on, this option became standard and the pedal
position switch parameter indicates the switch state per the standard.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 64 of 171
 6.13.2. ACCELERATOR PEDAL POSITION 1 [SPN 91]
SAE Excerpt:
The ratio of actual position of the analog engine speed/torque request input device (such as an
accelerator pedal or throttle lever) to the maximum position of the input device. This parameter is
intended for the primary accelerator control in an application. If an application has only one accelerator
control, use SPN 91.

For on-highway vehicles, this will typically be the operator’s accelerator pedal. Although it is used as an
input to determine powertrain demand, it also provides anticipatory information to transmission and ASR
algorithms about driver actions.

Data Length: 1 byte

Resolution: 0.4% per bit gain, 0% offset
Data Range: 0% to 100%

Allison H 40/50 EP Implementation: In software versions prior to 2012, a fixed value of ‘0%’ is always
transmitted unless the OEM specifically requested that the signal be supported on the customer
specification sheet. If this option was selected, the signal is transmitted as the ratio of actual accelerator
pedal position to maximum pedal position. In versions from 2012 on, this option became standard and the
pedal position switch parameter indicates the pedal position per the standard.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 65 of 171
6.14. PGN 61445 – ELECTRONIC TRANSMISSION CONTROLLER #2: ETC2
SAE Excerpt:
Broadcast Rate 100 ms
Data Length 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format 240
PDU Specific 5
Default Priority 6
Parameter Group Number 61,445 (00F00516)

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 0316
(Transmission #1). The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

ETC2 Broadcast Rate PGN Source Destination

(8 byte message) 100 ms F005 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Transmission selected gear 524 1 1 byte CY03 See section
Transmission actual gear ratio 526 2-3 2 bytes CY03 See section
Transmission current gear 523 4 1 byte CY03 See section
Transmission requested range 162 5-6 2 bytes
Transmission current range 163 7-8 2 bytes

Bytes 1 through 4 are recommended for use in vehicle or control decisions. Caution should be exercised,
particularly for functions occurring at vehicle key-on, as message latency may delay or otherwise affect
the intended operation. It is the vehicle builder’s responsibility to properly validate any functions based on
this information. For example, the turn of an ignition key from ‘off’ to ‘start’ can certainly happen in a
shorter time than that required by the transmission controller to boot up and determine its current state. In
the worst case, the vehicle may take some action before the actual transmission range state is known.

6.14.1. TRANSMISSION SELECTED GEAR [SPN 524]

SAE Excerpt: The gear that the transmission is attempting to achieve if a shift is in progress or pending.

Data Length: 1 byte

Resolution: 1 gear value/bit, -125 offset
Data Range: -125 to +125, negative values are reverse gears, positive values are forward
gears, zero is neutral. 251 (FB16) is park

Allison H 40/50 EP Implementation: The values for the ‘Transmission selected gear’ parameter
broadcast for the Allison H 40/50 EP system are shown in the table below. Having a continuously variable
transmission gear ratio, the mechanical forward gear utilized within the transmission gearbox is NOT the
st
information broadcast. Rather, the forward range distinction indicates the level of auxiliary braking. ‘1
st
Gear Braking Equivalent’ is the greatest braking condition (like 1 gear would provide the greatest level of
th
engine braking on a conventional transmission). ‘7 Gear Braking Equivalent’ is the least braking
condition (like 7th gear would provide the least level of engine braking on a conventional transmission).
Not all forward braking levels will be supported in all applications. Which forward braking levels will be
supported in a given application will be determined by the calibration for that given application. Please
consult your Allison representative regarding which are supported for a particular application. ‘Not
Available’ (255, FF16) may be transmitted near power on initialization of the control system. The ‘Park’
condition (251, FB16) specified by SAE is not supported by the Allison H40/50 EP system.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 66 of 171
 H 40/50 EP Range Terminology Parameter Value (Byte Value)

Reverse -1 (124)
Neutral 0 (125)
st
Forward, 1 Gear Braking Equivalent 1 (126)
nd
Forward, 2 Gear Braking Equivalent 2 (127)
rd
Forward, 3 Gear Braking Equivalent 3 (128)
th
Forward, 4 Gear Braking Equivalent 4 (129)
th
Forward, 5 Gear Braking Equivalent 5 (130)
th
Forward, 6 Gear Braking Equivalent 6 (131)
th
Forward, 7 Gear Braking Equivalent 7 (132)
Error (254)
Not Available (255)

Potential Values of Allison H 40/50 EP Selected Gear Parameter Broadcast

If a reverse warning indicator (audible alarm, back up lights, etcetera) is incorporated into a vehicle, either
a dedicated wire or J1939-based TCM output can be used to trigger the warning. Dedicated wire
implementation is discussed in Section D: “Vehicle Electrical System Interface”.

If implemented via J1939, the component controlling the Reverse Warning Indicator is required to receive
ETC2 ‘Transmission selected gear’ from SA 03 (Transmission #1). The receiving controller may assume
Reverse is being commanded any time the ETC2 ‘Transmission selected gear’ value is Reverse as
indicated in the table above.

Allison does not require any operator indications for this function; however, the vehicle OEM may opt to
provide an operator indication during certain failure modes. Any vehicle system response, fault logging,
diagnostics, or troubleshooting related to the loss of ETC2 ‘Transmission selected gear’ reception is the
responsibility of the controller monitoring the parameter and the vehicle OEM.

WARNING: In the event a value of 254 (Error) or 255 (Not Available) is received, or ETC2 ‘Transmission
selected gear’ reception is lost, the controller monitoring ETC2 ‘Transmission selected gear’ and the
vehicle OEM utilizing this information must have planned, accepted responses. For example, if “Reverse”
was the last valid indication received, the vehicle OEM may choose to leave the reverse warning
device(s) on until a new valid direction or range is received.

The vehicle OEM implementing the Reverse Warning system is responsible for all testing. Vehicle system
responses to the loss of ETC2 ‘Transmission selected gear’ should be evaluated.

6.14.2. TRANSMISSION ACTUAL GEAR RATIO [SPN 526]

SAE Excerpt: Actual ratio of input shaft speed to output shaft speed.

Data Length: 2 bytes

Resolution: 0.001/bit, 0 offset
Data Range: 0 to 64.255

Allison H 40/50 EP Implementation:

1) In neutral, the value broadcast will be ‘Not Available’ (FFFF 16).

2) In forward range, the normal value broadcast will be the actual ratio of input shaft speed divided by
output shaft speed. However, near zero output shaft speed or negative (rolling reverse) output shaft
speed, the value broadcast will be ‘Not Available’ (FFFF 16). This is because at zero output shaft speed
the ratio will approach infinity due to a divide by zero condition.

3) In reverse range, the normal value broadcast will be the actual ratio of input shaft speed divided by the
absolute value of output shaft speed. However, near zero output shaft speed or positive (rolling forward)

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 67 of 171
output shaft speed, the value broadcast will be ‘Not Available’ (FFFF16). This is because at zero output
shaft speed the ratio will approach infinity due to a divide by zero condition.

4) ‘Not Available’ (FFFF16) may be transmitted near power on initialization of the control system.

6.14.3. TRANSMISSION CURRENT GEAR [SPN 523]

SAE Excerpt: The gear currently engaged in the transmission or the last gear engaged while the
transmission is in the process of shifting to the new or selected gear. Once the selected gear has been
engaged then the Current Gear will reflect that gear.

Data Length: 1 byte

Resolution: 1 gear value/bit, -125 offset
Data Range: -125 to +125, negative values are reverse gears, positive values are forward
gears, zero is neutral. 251 (FB16) is park

Allison H 40/50 EP Implementation: The values for the ‘Transmission current gear’ parameter broadcast
for the Allison H 40/50 EP system are shown in the table below. Having a continuously variable
transmission gear ratio, the mechanical forward gear utilized within the transmission gearbox is NOT the
st
information broadcast. Rather, the forward range distinction indicates the level of auxiliary braking. ‘1
st
Gear Braking Equivalent’ is the greatest braking condition (like 1 gear would provide the greatest level of
th
engine braking on a conventional transmission). ‘7 Gear Braking Equivalent’ is the least braking
condition (like 7th gear would provide the least level of engine braking on a conventional transmission).
Not all forward braking levels will be supported in all applications. Which forward braking levels will be
supported in a given application will be determined by the calibration for that given application. Please
consult your Allison representative regarding which are supported for a particular application. Not
Available (all 1’s) may be transmitted near power on initialization of the control system. The ‘Park’
condition (251, FB16), specified by SAE, is not supported.

H 40/50 EP Range Terminology Parameter Value (Byte Value)

Reverse -1 (124)
Neutral 0 (125)
st
Forward, 1 Gear Braking Equivalent 1 (126)
nd
Forward, 2 Gear Braking Equivalent 2 (127)
rd
Forward, 3 Gear Braking Equivalent 3 (128)
th
Forward, 4 Gear Braking Equivalent 4 (129)
th
Forward, 5 Gear Braking Equivalent 5 (130)
th
Forward, 6 Gear Braking Equivalent 6 (131)
th
Forward, 7 Gear Braking Equivalent 7 (132)
Error (254)
Not Available (255)

Potential Values of Allison H 40/50 EP Current Gear Parameter Broadcast

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 68 of 171
6.15. PGN 61584 – HIGH VOLTAGE ENERGY STORAGE 1 DATA #1: HVES1D1
SAE Excerpt:
Broadcast Rate 20 ms
Data Length 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format 240
PDU Specific 144
Default Priority 3
Parameter Group Number 61,584 (00F09016)

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 5A 16 (Powertrain
Control Module). The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

HVES1D1 Broadcast Rate PGN Source Destination

(8 byte message) 20 ms F090 5A NA
Message Layout: Parameters SPN Offset Length SORP Notation
HVES1 Available Discharge Power 5917 1 2 bytes
HVES1 Available Charge Power 5918 3 2 bytes
HVES1 Voltage Level 5919 5 2 bytes CY17 See section
HVES1 Current 5920 7 2 bytes

6.15.1. HVES1 VOLTAGE LEVEL [SPN 5919]

SAE Excerpt: The voltage level of the High Voltage Energy Storage 1 pack (or system). This parameter
should be synchronized with SPN 5920 (HVES1 Current) such that a realized power value can be
calculated. If the HVES component physically contains the contactors which connect it to the vehicle high
voltage system, then this voltage is measured before those contactors.

Data Length: 2 bytes

Resolution: 0.05 V per bit gain, 0% offset
Data Range: 0 to 3212.75 V

Allison H 40/50 EP Implementation: The hybrid Powertrain Control Module broadcasts the value
received from the high voltage battery. In the event of a message timeout from the battery or error is
received, error (0xFE00) is broadcast. Unavailable (0xFFFF) will be broadcast if unavailable is received
from the high voltage battery. Availability of this message may be calibrated depending on local
regulatory compliance requirements.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 69 of 171
6.16. PGN 64695 – HYBRID SYSTEM STATUS 2: HSS2
Formerly known as Vehicle Electrical Power 4 (VEP4)

SAE Excerpt:
Broadcast Rate 1000 ms
Data Length 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format 252
PDU Specific 183
Default Priority 6
Parameter Group Number 64,695 (00FCB716)

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 5A16 (Powertrain
Control Module). The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

HSS2 Broadcast (formerly VEP4) Rate PGN Source Destination

(8 byte message) 1s FCB7 5A NA
Message Layout: Parameters SPN Offset Length SORP Notation
Hybrid Battery Pack Remaining Charge 5464 1 2 bytes CY17 See section
Hybrid System Engine Stop-Start Remaining Percentage 8558 3 1 byte

6.16.1. HYBRID BATTERY PACK REMAINING CHARGE [SPN 5464]

SAE Excerpt: Indicates the hybrid battery pack remaining charge. 0% means no charge remaining,
100% means full charge remaining.

Data Length: 2 bytes

Resolution: 0.0025% per bit gain, 0% offset
Data Range: 0% to 160.6375%

Allison H 40/50 EP Implementation: The hybrid Powertrain Control Module broadcasts the value
received from the high voltage battery. In the event of a message timeout from the battery or error is
received, error (0xFE00) is broadcast. Unavailable (0xFFFF) will be broadcast if unavailable is received
from the high voltage battery. Because the Allison H40/50 EP system does not broadcast SPN 5920
(HVES1 Current), the realized power cannot be calculated as expressed in the SAE J1939 Excerpt.
Availability of this message may be calibrated depending on local regulatory compliance requirements.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 70 of 171
6.17. PGN 64706 – HYBRID SYSTEM STATUS 1: HSS1
SAE Excerpt:
Broadcast Rate 1 s and on change
Data Length 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format 252
PDU Specific 194
Default Priority 6
Parameter Group Number 64,706 (00FCC216)

6.17.1. OVERVIEW
Allison H 40/50 EP Implementation: This message is broadcast from Source Address 03 16
(Transmission #1). Table 6.17.4 shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

The following parameters in the table below are approved for multiplexing lamp states to the dashboard:
1. Hybrid System Warning Indicator SPN 5872
2. Hybrid System Overheat Indicator SPN 5873
3. Hybrid System Stop Indicator SPN 5874
4. Hybrid System Initialization Indicator SPN 7453
5. Hybrid System Regenerative Braking Indicator SPN 7452

Required Support
When triggering indicators via the J1939 discrete parameters, the display controller is required to receive
the HSS1 – Hybrid System Status 1 message as broadcast from SA 0x03 (Transmission #1). The HSS1
is the only supported CAN interface for multiplexing the hybrid system diagnostic lamps defined above.
DM1 messages from hybrid system components are not an approved source for driving hybrid dash
indicators or lamps. If the HSS1 message is used as a source for driving dash lamps, the lamp outputs
shall be activated/deactivated within 100 milliseconds after receiving the status from the data link.
Discrete lamp output wires will continue to operate when CAN lamp support is enabled in the hybrid
calibration. Regardless of implementation (discrete vs. CAN) the indicators defined above must be
supported in the vehicle. Refer to H4050 Tech Data Input / Output Functions for additional requirements.

Bulb Checks
The display controller is required to perform a bulb check and / or display check at the beginning of each
key switch cycle. Allison recommends the lamp or indicator remain on for 2 seconds during the check.
However, this not a requirement, and a slightly longer or shorter time period may be used. Historically, the
hybrid system performs a power-up lamp test sequence for the discrete warning, stop, initialization, and
overheat indicators. This lamp check sequence does not apply to the CAN based lamp indicators.

6.17.2. J1939 MESSAGE, PARAMETER AND SA USE

For multiplexed lamp status, regardless of implementation, the display controller is required to receive two
distinct pieces of information:

— An HSS1 parameter to trigger activation of the respective dash indicator, and

—A heartbeat based on the HSS1 message to detect communication loss between the display controller
and the hybrid system.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 71 of 171
Heartbeat Message
The importance of the lamp functions dictates that communication integrity between the display controller
and the hybrid system must be monitored. If not, a situation could occur where critical diagnostics are not
conveyed to the operator. In addition, special considerations apply for CAN link multiplexing of lamp
status on hybrid applications. The vehicle OEM should be aware that the lamps are used to indicate
impending shutdowns in certain situations without a corresponding fault code or DM1. A remote shutdown
event would be one example. Therefore, additional vehicle logic is required for applications that use the
HSS1 message as the source for dash lamps. In the event that the dashboard or vehicle control system
loses communication with the HSS1 message, it shall take action to notify the operator that the hybrid
system lamp status information is indeterminate via a communication link error or equivalent indicator
(Reference “Datalink Communications - 5th Gen Controls” for display examples). In addition, if any lamp
status parameter used as a lamp source is received as “error/not unavailable” for 5 message cycles, the
operator must be notified. The vehicle OEM shall review the potential failure modes with multiplexed lamp
indicators to determine how the operator is alerted and what the recommended action is in this situation.
A shutdown without warning could occur if the vehicle continues to operate with loss of communication.
For diagnostic purposes, a standard message timeout of 5x the HSS1 broadcast rate shall apply for the
heartbeat detection in normal operation.
The intent of this strategy is to avoid unknowingly operating the vehicle when the hybrid system cannot
properly indicate warning lamp conditions. The vehicle OEM may also include other standard messages
contained in this document that broadcast at a faster rate to determine communication faults. ETC1 is
preferred, as it is in the group of fastest continuous broadcast hybrid system messages, meaning
receivers can sense communication failures quickly. Also, most OEMs utilizing J1939 already receive
ETC1 for other purposes, so its use as a heartbeat requires minimal additional software logic. If a faster
message is used, the display controller must also maintain a timeout specifically for the HSS1 message.

Physical implementation of this Communication Failure indication is left to the discretion of the vehicle
OEM. No specific wording is defined, as Allison realizes vehicle OEMs may already have a method to
communicate such problems to the operator. Your Allison Application Engineer must review all
implementations.

Illuminating a hybrid lamp indicator is not an acceptable means of representing a communication

problem. If only the hybrid system indicator is active, service technicians may assume there is a
transmission problem, when in fact it is most likely a vehicle network or wiring issue.

6.17.3. DISPLAY CONTROLLER FAILURE MODES AND RESPONSES

Fault logging, diagnostics, and troubleshooting related to loss of a hybrid lamp indicator trigger and / or
heartbeat reception are the responsibility of the controller monitoring the parameter(s) and the vehicle
OEM. The following are minimum failure mode responses by the J1939 device controlling the dash
indicator. These requirements help maintain operator awareness.

Initialization or Response to Resets

The display controller may be powered down intentionally (key switch turned off) or unintentionally
(intermittent power source) while an active indication is present. Regardless, Allison recommends that the
display controller default the indicator to an inactive state when it reinitializes. If the issue is still active
when power returns, hybrid system broadcast data will reflect this and only then should the display
controller reactivate the indicator. This recommendation is based on the fact that some Allison indications
self-clear during a power cycle.

Loss of Heartbeat While System Indicator is Inactive

If a display controller fails to receive the designated HSS1 message for a period greater than or equal to
5x the standard HSS1 broadcast rate, then the display controller is required to activate a communication
failure indication for the operator.

The communication fault indicator is required to remain on until either a valid heartbeat message is
received, OR the display controller is reset by cycling the key switch. This logic informs the operator of a
vehicle system problem that may not allow hybrid lamp indications to be communicated properly.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 72 of 171
Loss of Trigger with an Active System Indicator
The recommended display response defined in this section applies to the following:
1. Hybrid System Warning Indicator SPN 5872
2. Hybrid System Overheat Indicator SPN 5873
3. Hybrid System Stop Indicator SPN 5874
4. Hybrid System Initialization Indicator SPN 7453

Note: the regenerative braking indicator requires special consideration since it may be used as an
input to the brake lights on the vehicle. See section 6.17.11

If the display controller has been receiving an active hybrid lamp indication and trigger reception ceases,
it is required to activate the communication failure indication and continue to activate the lamps as
received until either:

— The trigger returns and indicates the hybrid lamp indicator has gone inactive, OR
—A key switch cycle resets the display controller, and the trigger indicates the hybrid lamp Indicator has
gone inactive.

This logic maintains operator awareness of an active hybrid system indicator in the event of complete
communication loss after the hybrid system has begun to indicate a problem.

6.17.4. TABLE OF SUPPORTED PARAMETERS

HSS1 Broadcast Rate PGN Source Destination

(8 byte message) 1s FCC2 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Hybrid System Warning Indicator 5872 1.1 2 bits CY17 See section
Hybrid System Overheat Indicator 5873 1.3 2 bits CY17 See section
Hybrid System Stop Indicator 5874 1.5 2 bits CY17 See section
Hybrid System OBD Related DTC Status 6810 1.7 2 bits CY14 See section
Propulsion System Active 7315 2.1 2 bits CY16 See section
Hybrid System Engine Assist Status 7418 2.3 2 bits CY16 See section
Hybrid System Service Indicator 7448 2.5 2 bits
Hybrid System Motor Overspeed Indicator 7449 2.7 2 bits
Hybrid System Motor Overspeed Audible Alarm 7450 3.1 2 bits
Hybrid System Electric Alternator Indicator 7451 3.3 2 bits
Hybrid System Regenerative Braking Indicator 7452 3.5 2 bits CY17 See section
Hybrid System Initialization Indicator 7453 3.7 2 bits CY17 See section
Hybrid System Hazardous Voltage Interlock Status 7454 4.1 2 bits
Stored Energy Source Only Mode Allowed 7893 4.3 2 bits
Stored Energy Source Increasing Mode Allowed 7894 4.5 2 bits
Stored Energy Source Level 7895 5 1 byte
Hybrid Propulsion Mode Status 7896 6.1 4 bits
Hybrid Propulsion Mode Transition Status 7897 6.5 4 bits
External Energy Source Connection Status 7898 7.1 4 bits
Hybrid System Propulsion Disable Status 8267 7.5 2 bits

6.17.5. HYBRID SYSTEM WARNING INDICATOR [SPN 5872]

SAE Excerpt:

Signal from a hybrid system indicating that some aspect of its operation is not functioning correctly, and
as a result, hybrid system operation may be altered or restricted. The indicator is typically a lamp.
Distinctions in meaning between the continuous and flashing states are left to the hybrid system
manufacturer.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 73 of 171
002 - Hybrid System Warning Indicator is off
012 - Hybrid System Warning Indicator is on continuously
102 - Hybrid System Warning Indicator is flashing (not supported)
112 - Not available

Allison H 40/50 EP Implementation: This parameter is broadcast as ‘00’ by the Allison H 40/50 EP
system when the lamp is off and ‘01’ to indicate when the control system has turned on the check system
indicator. The control system does not support the ‘10’ indication for flashing status. ‘11’- Not Available
will be broadcast if the parameter is not supported in the current calibration.

6.17.6. HYBRID SYSTEM OVERHEAT INDICATOR [SPN 5873]

SAE Excerpt:

Signal from a hybrid system indicating that at least one of its monitored temperatures is above normal
acceptable limits, and as a result, hybrid system operation may be altered or restricted. The indicator is
typically a lamp. Distinctions in meaning between the continuous and flashing states are left to the hybrid
system manufacturer.

002 - Hybrid System Temperature Indicator is off

012 - Hybrid System Temperature Indicator is on continuously
102 - Hybrid System Temperature Indicator is flashing (not supported)
112 - Not Available

Allison H 40/50 EP Implementation: This parameter is broadcast as ‘00’ by the Allison H 40/50 EP
system when the lamp is off and ‘01’ to indicate when the control system has turned on the overheat
system indicator. The control system does not support the ‘10’ indication for flashing status. ‘11’- Not
Available will be broadcast if the parameter is not supported in the current calibration.

6.17.7. HYBRID SYSTEM STOP INDICATOR [SPN 5874]

SAE Excerpt:

Signal from a hybrid system indicating that some aspect of its operation is not functioning correctly, and
as a result, the vehicle must be stopped. The indicator is typically a lamp. Distinctions in meaning
between the continuous and flashing states are left to the hybrid system manufacturer.

002 - Hybrid System Stop System Indicator is off

012 - Hybrid System Stop System Indicator is on continuously
102 - Hybrid System Stop System Indicator is flashing
112 - Not Available

Allison H 40/50 EP Implementation: This parameter is broadcast as ‘00’ by the Allison H 40/50 EP
system when the lamp is off and ‘01’ to indicate when the control system has turned on the stop system
indicator. For the stop lamp only, the control system does support the ‘10’ indication for flashing status.
‘11’- Not Available will be broadcast if the parameter is not supported in the current calibration. Typical
flash timing for the discrete stop lamp is 700ms ON, 700ms OFF. This timing is also recommended for
CAN based indicators flashed by the dash controller.

6.17.8. HYBRID SYSTEM OBD RELATED DTC STATUS [SPN 6810]

SAE Excerpt: Signal from hybrid system indicating the status of OBD related DTCs.

002 - Hybrid System does not have an active OBD related DTC
012 - Hybrid System has an active OBD related DTC
102 - SAE Reserved
112 - Not available

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 74 of 171
Allison H 40/50 EP Implementation: This parameter is broadcast by the Allison H 40/50 EP system to
indicate the status of OBD related DTCs to the engine. When the engine receives a value of ‘012 – Hybrid
System has an active OBD related DTC’, it illuminates the MIL and sends DM1 messages containing SPN
6810 with FMI 31. The hybrid system illuminates the Check System light upon reception of the DM1
containing SPN 6810. When the transmission clears the OBD related DTC, the hybrid system transitions
the value of SPN 6810 to ‘002 – Hybrid System does not have an active OBD related DTC’. However, the
engine keeps the MIL illuminated and continues to send the DM1 message containing SPN 6810 for three
drive cycles. The HSS1/DM1 handshake mechanism described above ensures that the check system
light is synchronized with the MIL and will also stay illuminated for three drive cycles. Availability of this
function may be calibrated depending on local regulatory compliance requirements. The HSS1 OBD
status indicator shall not be used to directly light the MIL lamp on the dash.

6.17.9. PROPULSION SYSTEM ACTIVE [SPN 7315]

SAE Excerpt:

002 - Propulsion System is not ready to move vehicle if commanded by operator

012 - Propulsion System is ready to move, or is moving the vehicle as commanded by operator
102 - SAE Reserved
112 - Not Available

Indicates when the hybrid system is ready to provide or is actively providing propulsion as defined in
ARB regulation 13CCR1971.1, which includes the amendments up to the Board hearing date of August
2012. This parameter is called out by the 1971.1 regulation in several areas including, but not limited to:
the ignition cycle counter [1971.1 paragraphs (d)(5.5.2)(B) and (d)(5.5.2)(C)], permanent fault code
erasure [(d)(2.3.1)(C)(ii)b.3.v], and denominator incrementing [(d)(4.3.2)(J)(i)] requirements. For
example, "for hybrid vehicles, 'ignition cycle' means a driving cycle that begins when the propulsion
system active definition is met for at least two seconds plus or minus one second, and ends when the
propulsion system active definition is no longer met.”

NOTE: The parameter name contains the word “active” so that it matches the naming in the ARB
regulation. However, this parameter not only indicates that the hybrid system is actively aiding or
retarding vehicle motion (i.e., generating any positive or negative torque on the driveline); it also shall be
asserted when the hybrid system is ready to participate in such activities if vehicle conditions or operator
input warrant. Therefore, this parameter is asserted when the vehicle is ready to provide propulsion (e.g.,
vehicle is ready to be driven, ready to be shifted from “park” to “drive”) and doesn’t change state again
until the system is neither ready to provide, nor actively providing, propulsion.

This parameter is required for hybrid vehicles because there is a difference between a conventional
vehicle, where powertrain readiness is equivalent to “Engine Running”, and a hybrid vehicle, where the
engine may or may not be running and yet the vehicle could move. However, if the engine is running
(engine speed is nonzero), this parameter shall be set to 1. If the engine speed is zero, then this
parameter shall be set based on the hybrid system operating state. For heavy duty vehicles, the hybrid
system needs to inform the OBD related components of its propulsion active or readiness state to allow
the components to perform OBD related functions.

This message is intended to be used by the Hybrid System Controller to communicate to other OBD
related components (e.g. engine) the status of the overall hybrid system. It should not be broadcast by
individual hybrid system components (e.g. batteries, inverters, etc.)

Allison H 40/50 EP Implementation: This parameter is broadcast by the Allison H 40/50 EP system to
indicate when the hybrid system is ready to provide propulsion per the requirements above.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 75 of 171
6.17.10. HYBRID SYSTEM ENGINE ASSIST STATUS [SPN 7418]
SAE Excerpt:

002 - Hybrid system is not mechanically assisting engine rotation

012 - Hybrid system may or may not mechanically assist engine rotation
102 - Error
112 - Not Available

Provides the engine an indication of when the hybrid system is not mechanically assisting rotation (i.e. not
motoring) the engine. When this parameter is in state 00, the engine can perform operations while free of
potential hybrid system assistance.

When this parameter is in state 01, the hybrid system may or may not mechanically assist engine rotation.
While this parameter is in state 01, the engine should not perform operations that need to be free from
hybrid system assistance.

Allison H 40/50 EP Implementation: This parameter is broadcast by the Allison H 40/50 EP system to
indicate when the H4050 system is operating in a mode where the engine can perform specific tests
without load applied by the hybrid system outside of nominal parasitic loads.

For implementations in MY17 and later, this parameter is also set to 01 2 when the hybrid system is
loading the engine above levels required for support of vehicle accessories including mechanical
accessories driven from the engine and/or electric accessories driven from the hybrid system. The
parameter will be 012 when the hybrid system is using the energy storage system to assist or load the
engine beyond internal thresholds for accessory operation.

6.17.11. HYBRID SYSTEM REGENERATIVE BRAKING INDICATOR [SPN 7452]

SAE Excerpt:

Signal from the hybrid system indicating when regenerative braking is active.

002 - Regenerative braking is inactive

012 - Regenerative braking is active
102 - Regenerative braking is disabled or faulted
112 - Not Available

Allison H 40/50 EP Implementation: This parameter is broadcast by the Allison H 40/50 EP system to
indicate when the control system is applying regenerative torque to the transmission output shaft. A value
of ‘10’ will be broadcast when regenerative braking is disabled by the operator via the discrete input
switch or, when regenerative braking is disabled by the diagnostic system. ‘11’- Not Available, will be
broadcast if the parameter is not supported in the current calibration.

The system integrator shall define the response of the vehicle logic with regards to the regenerative
braking indicator and any outputs driven by this trigger if reception ceases. A communication fault must
be displayed by the dash if this signal is unavailable. If this signal is used to drive the brake lights,
communication faults may interrupt operation. Depending on implementation, the additional failure modes
due to CAN based communication can be mitigated by use of the traditional hardwire interface.

6.17.12. HYBRID SYSTEM INITIALIZATION INDICATOR [SPN 7453]

SAE Excerpt:

Signal from the hybrid system that indicates when it is initialized and ready to start the engine or other
power source (e.g. fuel cell). The intent is that this would drive an indicator for the vehicle operator. If the
operator attempts to start the engine or power source while this indicator is active, it may not start. When

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 76 of 171
indicator is not active, the hybrid initialization is complete and the engine may start.

002 - Hybrid System Initialization Indicator is not active

012 - Hybrid System Initialization Indicator is active
102 - Error
112 - Not Available

Allison H 40/50 EP Implementation: This parameter is broadcast as ‘01’ by the Allison H 40/50 EP
system to indicate when the control system is not ready to start the engine and/or provide power to the
drivetrain. ‘11’- Not Available will be broadcast if the parameter is not supported in the current calibration.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 77 of 171
6.18. PGN 65098 – ELECTRONIC TRANSMISSION CONTROLLER #7: ETC7
SAE Excerpt:
Broadcast Rate 100 ms
Data Length 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format 254
PDU Specific 74
Default Priority 6
Parameter Group Number 65,098 (00FE4A16)

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 0316
(Transmission #1). The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

ETC7 Broadcast Rate PGN Source Destination

(8 byte message) 100 ms FE4A 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Transmission current range display blank state 4176 1.1 2 bits
Transmission service indicator 4178 1.3 2 bits
Transmission requested range display blank state 1850 1.5 2 bits
Transmission requested range display flash state 1849 1.7 2 bits
Transmission ready for brake release 3086 2.1 2 bits
Active shift console indicator 2945 2.3 2 bits
Transmission engine crank enable 2900 2.5 2 bits
Transmission shift inhibit indicator 1851 2.7 2 bits
Transmission mode 4 indicator 2539 3.1 2 bits CY09 See section
Transmission mode 3 indicator 2538 3.3 2 bits
Transmission mode 2 indicator 2537 3.5 2 bits
Transmission mode 1 indicator 2536 3.7 2 bits
Transmission requested gear feedback 3289 4 1 byte
Transmission mode 5 indicator 4250 5.1 2 bits
Transmission mode 6 indicator 4251 5.3 2 bits
Transmission mode 7 indicator 4252 5.5 2 bits
Transmission mode 8 indicator 4253 5.7 2 bits
Transmission reverse gear shift inhibit status 4261 6.1 2 bits
Transmission Warning Indicator 5344 6.3 2 bits
Transmission Mode 9 Indicator 6567 6.5 2 bits
Transmission Mode 10 Indicator 6568 6.7 2 bits
Transmission Air Supply Pressure Indicator 6566 7.1 3 bits
Transmission Auto-Neutral (Manual Return) 7696 7.4 3 bits
Undefined 7.7 2 bits

6.18.1. TRANSMISSION MODE 4 INDICATOR [SPN 2539]

SAE Excerpt: This state signal is the transmission’s indication that it is operating under transmission
mode 4 (SPN 1855 – Section 7.4.2 of this document) as commanded via the TC1 message (PGN 256).
The definition of the transmission mode is left to the discretion of the transmission manufacturer.

002 Transmission Mode 4 not active

012 Transmission Mode 4 active
102 Error
112 Not available

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 78 of 171
Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP software to
control illumination of a fault light on the shift console.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 79 of 171
6.19. PGN 65226 – ACTIVE DIAGNOSTIC TROUBLE CODES: DM1
SAE Excerpt: The information communicated is limited to the currently active diagnostic trouble codes
preceded by the diagnostic lamp status. Together they convey the diagnostic condition of the transmitting
electronic component to other components on the network. Occurrence counts for currently active
diagnostic trouble codes may be provided as described in [SAE J1939-73] paragraph 5.7.1.12. DM1
should contain all active DTCs and shall include the emissions-related OBD DTCs. The emission-related
OBD DTCs for DM1 shall match the content in the DM12 message.

The defined lamps (Malfunction Indicator Lamp, Red Stop Lamp, Amber Warning Lamp, and Protect
Lamp) comprise a component’s lamp status, and the lamp status shall be conveyed at all times. Typically,
when one of the lamps is indicated as on, DM1 will contain a DTC that explains the lamp. In some cases,
the DTC may be reported by another DM instead of DM1. However, the component controlling the actual
lamp illumination must consider the status from all components that provide these lamps before changing
the display to the operator. The lamp information (Malfunction Indicator Lamp, Red Stop Lamp, Amber
Warning Lamp, and Protect Lamp) should reflect the present state of the transmitting electronic
component.

There are uses for additional lamp definitions to accomplish their function (e.g. a lamp that indicates when
cruise control is actively controlling would require a separate lamp in another PG).

[See J1939-73 for specific examples of this message.]

J1939-73 Reference ................... 5.7.1

Broadcast Rate A DM1 message shall be transmitted, regardless of the presence or
absence of any DTC, once every second and on state change. To
prevent a high message rate due to intermittent faults that have a very
high frequency, it is recommended that no more than one state change
per DTC per second be transmitted. For example, if a fault has been
active for 1 second or longer, and then becomes inactive, a DM1
message shall be transmitted to reflect this state change. If a different
DTC changes state within the 1 second update period, a new DM1
message is transmitted to reflect this new DTC.

Thus a DTC that becomes active/inactive twice within a 1 second

interval, such as shown in Example Case 1, would have one message
identifying the DTC becoming active, and one at the next periodic
transmission identifying it being inactive. This message shall be sent
every second or in response to a request. Note that this Parameter
Group will require using the “Multipacket Transport” Parameter Group
(reference SAE J1939-21) when more than one active DTC exists.

................................................... DM1 shall be broadcast at 1.0 Hz Rate, even when there are no active
faults. This permits instrumentation to detect the loss of the lamp
information and take appropriate action. For example, MIL Status Signal
as required by OBD, and illuminate the MIL without querying providers.
Data Length ................................ Variable (When there is only one DTC to report then unused bytes 7 and
8 of the CAN frame shall be set to 255 (as per J1939-21)).
Extended Data Page .................. 0
Data Page .................................. 0
PDU Format ............................... 254
PDU Specific .............................. 202
Default Priority ............................ 6
Parameter Group Number.......... 65,226 (00FECA16)

Allison H 40/50 EP Implementation: This message is transmitted from Source Address 0316
(Transmission #1) only. The following table shows in bold font the parameters within this message that
are supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 80 of 171
more detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

DM1 Sent from Transmission Rate PGN Source Destination

(variable size message – 8-26 bytes for 1s FECA 03 NA
Allison H 40/50 EP)

Message Layout: Parameters SPN Offset Length SORP Notation

Protect lamp 987 1.1 2 bits CY06 Per J1939
Amber warning lamp 624 1.3 2 bits CY06 Per J1939
Red stop lamp 623 1.5 2 bits CY06 Per J1939
Malfunction indicator lamp 1213 1.7 2 bits CY06, CY14 Static
Flash protect lamp 3041 2.1 2 bits CY09 Per J1939
Flash amber warning lamp (AWL) 3040 2.3 2 bits CY09 Per J1939
Flash red stop lamp (RSL) 3039 2.5 2 bits CY09 Per J1939
Flash malfunction indicator lamp (MIL) 3038 2.7 2 bits
Suspect parameter number (SPN) 1214 3-4, 5.6 19 bits CY06 See Section
Failure mode indicator (FMI) 1215 5.1 5 bits CY06 See section
Occurrence count (OC) 1216 6.1 7 bits CY06 See section
SPN conversion method (CM) 1706 6.8 1 bit CY06 Static
Undefined 7-8 2 bytes

It is preferred that the DM1 message is transmitted whenever a DTC becomes an active fault, with all
provisions defined by J1939-73 to prevent a high message rate due to intermittent faults, and at a normal
update rate of only once per second thereafter. However, because of simplicity, deterministic nature, and
reduced J1939 data link bus loading, it is acceptable that the DM1 message is transmitted at a fixed
normal rate of once per second, assuming that the DM1 message time delay of one second (worst case)
in responding to engine active faults is satisfactory.

If a single DTC fault is active, then the DM1 message shall be transmitted as a single frame DM1
message. However, if multiple DTC faults are active, then the multi-packet transport protocol shall be
used to transmit the messages. Refer to J1939-21 for the complete multi-packet transport protocol
message format. The multi-packet message shall be initiated with the transmittal of a Broadcast
Announce Message (TP.CM_BAM) followed by multiple Data Transfer Messages (TP.DT). Refer to the
sections within this document on the reception of the TP.CM_BAM message and the reception of the
TP.DT message for details of the Allison H 40/50 EP system support of the transport protocol reception.
The specific transmit rate defined for the TP.DT messages shall be adhered to by the transmitting
controller. Note from SAE J1939-73 Section 5.7.1 that the lamp status byte shall only be transmitted once
when multiple DTC faults are active followed by repetitions of the remaining parameters so that the multi-
packet data will look like: LAMP STATUS BITS, DTC1 (SPN, FMI, OC, CM), DTC2 (SPN, FMI, OC,
CM)…

The clearing of faults shall be reported via the following methods:

1) If, at any time, one or more active faults transition so that there are zero active faults, the ‘All Clear’
message shall be broadcast one time upon occurrence.
2) If more than one fault is active and one of the active faults transitions to inactive, then the one or
more remaining active faults shall be broadcast (either by a single frame DM1 message or by using
the multi-packet transport protocol as is appropriate). Note that if there were two active faults being
broadcast using the multi-packet transport protocol and one fault transitioned to inactive, then the
next message will be a single frame DM1 message containing a single fault indication.

Allison H 40/50 EP Implementation: The number of active DTCs broadcast via transport protocol is
limited to six (6). The DM1 is transmitted on a 1 second periodic rate and is not updated between
messages upon change. Prior to 2017, the DM1 was not transmitted when there were no faults present to
report and started transmitting again when a new fault was present. Starting in 2017, the DM1 is reported
continuously independent of whether faults are present or not.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 81 of 171
 6.19.1. PROTECT LAMP [SPN 987]
SAE Excerpt: This lamp is used to relay trouble code information that is reporting a problem with a
vehicle system that is most probably not electronic subsystem related. Also see “Table 5: Lamp
Command and Lamp flash dependency definition” [in Section 5.7.1.1 of the J1939-73 document] for the
specified operation of the applicable lamp and flash SPNs.

002 Lamp Off

012 Lamp On

Allison H 40/50 EP Implementation: The Protect Lamp SPN shall not be used as a CAN interface for
the System Overtemp Light in lieu of the hard-wired signal (see H 40/50 EP Controls Installation Manual
Section D – Vehicle Electrical System Interface).

6.19.2. AMBER WARNING LAMP [SPN 624]

SAE Excerpt: This lamp is used to relay trouble code information that is reporting a problem with the
vehicle system, but the vehicle need not be immediately stopped. Also see “Table 5: Lamp Command
and Lamp flash dependency definition” [in Section 5.7.1.1 of the J1939-73 document] for the specified
operation of the applicable lamp and flash SPNs.

002 Lamp Off

012 Lamp On

Allison H 40/50 EP Implementation: The Amber Warning Lamp SPN shall not be used as a CAN
interface for the Check System Light in lieu of the hard-wired signal (see H 40/50 EP Controls Installation
Manual Section D – Vehicle Electrical System Interface).

6.19.3. RED STOP LAMP [SPN 623]

SAE Excerpt: This lamp is used to relay trouble code information that is of a severe enough conditions
that it warrants stopping the vehicle. Also see “Table 5: Lamp Command and Lamp flash dependency
definition” [in Section 5.7.1.1 of the J1939-73 document] for the specified operation of the applicable lamp
and flash SPNs.

002 Lamp Off

012 Lamp On

Allison H 40/50 EP Implementation: The Red Stop Lamp SPN shall not be used as a CAN interface for
the Stop System Light in lieu of the hard-wired signal (see H 40/50 EP Controls Installation Manual
Section D – Vehicle Electrical System Interface).

6.19.4. MALFUNCTION INDICATOR LAMP [SPN 1213]

SAE Excerpt: A lamp used to relay only emissions-related trouble code information. This lamp is only
illuminated when there is an emission-related trouble code active. Also see “Table 5: Lamp Command
and Lamp flash dependency definition” [in Section 5.7.1.1 of the J1939-73 document] for the specified
operation of the applicable lamp and flash SPNs.

002 Lamp Off

012 Lamp On

Allison H 40/50 EP Implementation: For years 2009-2014, the Allison H 40/50 EP software always sets
this parameter to a value of ‘002’. For 2014 and beyond, the Allison H 40/50 EP software does not support
this parameter and therefore always sets this parameter to a value of ‘11 2’.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 82 of 171
 6.19.5. FLASH PROTECT LAMP [SPN 3041]
SAE Excerpt: This parameter provides the capability to flash the protect lamp. Also see “Table 5: Lamp
Command and Lamp flash dependency definition” [in Section 5.7.1.1 of the J1939-73 document] for the
specified operation of the applicable lamp and flash SPNs.

002 Slow Flash (1 Hz, 50% duty cycle)

012 Fast Flash (2 Hz or faster, 50% duty cycle)
102 Reserved
112 Unavailable / Do Not Flash

Allison H 40/50 EP Implementation: The Flash Protect Lamp SPN shall not be used as a CAN interface
for the System Overtemp Light in lieu of the hard-wired signal (see H 40/50 EP Controls Installation
Manual Section D – Vehicle Electrical System Interface).

6.19.6. FLASH AMBER WARNING LAMP (AWL) [SPN 3040]

SAE Excerpt: This parameter provides the capability to flash the AWL. Also see “Table 5: Lamp
Command and Lamp flash dependency definition” [in Section 5.7.1.1 of the J1939-73 document] for the
specified operation of the applicable lamp and flash SPNs.

002 Slow Flash (1 Hz, 50% duty cycle)

012 Fast Flash (2 Hz or faster, 50% duty cycle)
102 Reserved
112 Unavailable / Do Not Flash

Allison H 40/50 EP Implementation: The Flash Amber Warning Lamp SPN shall not be used as a CAN
interface for the Check System Light in lieu of the hard-wired signal (see H 40/50 EP Controls Installation
Manual Section D – Vehicle Electrical System Interface).

6.19.7. FLASH RED STOP LAMP (RSL) [SPN 3039]

SAE Excerpt: This parameter provides the capability to flash the RSL. Also see “Table 5: Lamp
Command and Lamp flash dependency definition” [in Section 5.7.1.1 of the J1939-73 document] for the
specified operation of the applicable lamp and flash SPNs.

002 Slow Flash (1 Hz, 50% duty cycle)

012 Fast Flash (2 Hz or faster, 50% duty cycle)
102 Reserved
112 Unavailable / Do Not Flash

Allison H 40/50 EP Implementation: The Flash Red Stop Lamp SPN shall not be used as a CAN
interface for the Stop System Light in lieu of the hard-wired signal (see H 40/50 EP Controls Installation
Manual Section D – Vehicle Electrical System Interface).

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 83 of 171
 6.19.8. SUSPECT PARAMETER NUMBER (SPN) [SPN 1214]
SAE Excerpt: This 19-bit number is used to identify the item for which diagnostics are being reported.
The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a
least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have
hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or
condition that will be reported; and 4. to report a component and non-standard failure mode. SPNs are
assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics
but are not a parameter in a Parameter Group. SPNs are independent of the source address for the
message. However, the source address may be necessary to determine which controller on the network
performed the diagnosis.

The first 511 SPNs are reserved and will be assigned the exact same number as the Parameter Identifier
(PID) used in SAE J1587. That is, the SPN for an accelerator problem will be reported as SPN 91 which
is SAE J1587 PID 91. All other SPNs will be numbered sequentially starting at 512 and incrementing by
one for each new assignment. Refer to SAE J1939 Appendix C.

Data Length: 19 bits

Resolution: 1 SPN/bit
Data Range: 0 to 524,287

Allison H 40/50 EP Implementation: The combined SPN and FMI (i.e., DTC per J1939-73) along with
the SPN Conversion Method may be used to optimize the vehicle operation and ‘limp home’ capability
response. A Diagnostic Trouble Code (DTC) by definition is composed of the SPN and FMI with each
DTC augmented by the SPN conversion method (to indicate the arrangement of the SPN within the
message) and number of times the message has been active (the occurrence count - OC). Therefore, 4
bytes are required to represent a DTC as shown by the definition of bytes 3-6 in the Message Layout
table above.

Refer to Section 5.7.1.11 of J1939-73 for the proper arrangement of the SPN bits of the DTC relative to
the corresponding FMI, CM, and OC per the selected SPN Conversion Method. Since the Allison H 40/50
EP always uses the Version 4 SPN Conversion Method (see 6.19.11 section further down), the 19 bits of
st
the SPN are oriented as follows within the 1 3 bytes of the DTC:

1. Byte 1 contains the 8 least significant bits of the SPN with the most significant bit at bit 8
nd
2. Byte 2 contains the next 8 bits (2 byte) of the SPN with the most significant bit at bit 8
3. Byte 3 contains the most significant 3 bits of the SPN with the most significant bit at bit 8 plus the
5 bits of the FMI in the lower 5 bits remaining with the most significant bit of the FMI at bit 5
th
The 4 byte of the DTC is composed of the conversion method (CM), in which the first bit field is always
set to 0 for Allison H40/50 EP (see section 6.19.11 further down), and the occurrence count (OC), which
the Allison H40/50 EP system always sets to unavailable (see section 6.19.10 further down). Therefore,
th
the 4 byte of any active DTC for the Allison H40/50 EP system is always set to 7F 16.

When it’s necessary to clear all previously active DTCs, a single frame “clear all faults” DM1 message is
transmitted with all four bytes of the DTC sent with a value of 0016.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 84 of 171
 6.19.9. FAILURE MODE IDENTIFIER (FMI) [SPN 1215]
SAE Excerpt: The FMI defines the type of failure detected in the subsystem identified by an SPN. Note
that the failure may not be an electrical failure but may instead be a subsystem failure or condition
needing to be reported to the service technician and maybe also to the operator. Conditions can include
system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and
Occurrence Count fields combine to form a given diagnostic trouble code. The “Reserved to be Assigned
by SAE” FMIs will be assigned by the SAE J1939 Control and Communications Subcommittee if
additional failure modes become necessary.

Data Length: 5 bits

Resolution: 1 FMI/bit
Data Range: 0 to 31

Allison H 40/50 EP Implementation: The combined SPN and FMI (i.e., DTC per J1939-73) along with
the SPN Conversion Method may be used to optimize the vehicle operation and ‘limp home’ capability
response.

6.19.10. OCCURRENCE COUNT (OC) [SPN 1216]

SAE Excerpt: The 7-bit occurrence count field contains the number of times a fault has been
independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The
occurrence count is not incremented again, until after the DTC has gone to the previously active state and
then back active the DTC state when subsequently detected. At this point the occurrence count would be
reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence
count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11.

Data Length: 7 bits

Resolution: 1 OC/bit
Data Range: 0 to 127
Operational Range: 0 to 126
127 is Unavailable

Allison H 40/50 EP Implementation: The occurrence count (OC) is not currently supported by the
Allison H40/50 EP system and is always sets to ‘Unavailable’.

6.19.11. SPN CONVERSION METHOD (CM) [SPN 1706]

SAE Excerpt: When this 1-bit field is equal to a zero, the SPN should be converted as it is defined in
this document (see definition below for Version 4). The February 1996 version of J1939-73 contained
inadequate definitions to assure consistent implementations. Products implementing to February 1996
version of the document will always have this bit set to a one. When this is the case, the SPN is in either
Version 1, 2 or 3 format.

To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that
ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified.
See Version 4 below for the recommended formatting.

To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count
field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern.
This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those
implementations that are already in use.

Data Length: 1 bit

Resolution: Not Applicable
Data Range: 0 means convert SPNs per the Version 4 definition below
1 means convert SPNs per Version 1, 2 or 3 specified below.

The four versions of interpretation are:

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 85 of 171
Version 1: SPN assumed to be sent most significant bit first
Version 2: SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19
bits in with FMI value.
Version 3: SPN represented as Intel format for all 19 bits (least significant sent first)
Version 4: SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0.

Allison H 40/50 EP Implementation: Only SPN Conversion Method 0 (Version 4) is supported; this
parameter is always set to 0.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 86 of 171
6.20. PGN 65242 – SOFTWARE IDENTIFICATION: SOFT – FROM TRANSMISSION
ON REQUEST
SAE Excerpt:
Broadcast Rate On request
Data Length Variable
Extended Data Page: 0
Data Page 0
PDU Format 254
PDU Specific 218
Default Priority 6
Parameter Group Number 65,242 (00FEDA16)

NOTE: The software identification field is variable in length and may contain up to 125 software
identification designators. An ASCII “*” is used as a delimiter to separate multiple software identifications.
Additional software identification fields may be added at the end, each separated by an ASCII “*” as a
delimiter. An ASCII “*” is required at the end of the last software identification field, even if there is only
one software identification designator.

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 03 16

(Transmission #1) within one second of receiving a Request from a global source for this PGN. Since the
total message size of this message is 13 bytes, a multi-frame response is necessary and the transport
protocol broadcast announce message (TP.CM-BAM) with two data transfer (TP.DT) packet messages
will be used to deliver the message.

SOFT Broadcast on Request Rate PGN Source Destination

(variable up to 202 bytes, 13 byte message for Allison H 40/50 OR FEDA 03 NA
EP)

Message Layout: Parameters SPN Offset Length SORP Notation

Number of software identification fields 965 1 1 byte CY09 Static
*
Software identification 234 2-N 200 bytes CY09 Static

6.20.1. NUMBER OF SOFTWARE IDENTIFICATION FIELDS [SPN 965]

SAE Excerpt: Number of software identification designators represented in the software identification
parameter group.

Data Length: 1 byte

Resolution: 1 step/bit, 0 offset
Data Range: 0 to 250 steps
Operational Range: 0 to 125

Allison H 40/50 EP Implementation: The Allison H 40/50 EP software transmits only one software ID in
this message, so this parameter is transmitted with a static value of 1.

6.20.2. SOFTWARE IDENTIFICATION [SPN 234]

SAE Excerpt: Software identification of an electronic module. As an example, this parameter may be
represented with ASCII characters MMDDYYaa where MM is the month, DD is the day, YY is the year,
and aa is the revision number.

NOTE: The ASCII character “*” is reserved as a delimiter.

Data Length: Variable - up to 200 characters ("*" delimited)

Resolution: ASCII, 0 offset
Data Range: 0 to 255 per byte

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 87 of 171
Allison H 40/50 EP Implementation: The Allison H 40/50 EP software ID (SID) is an 11 byte ASCII
string indicating both the software version and specific calibration definition for the application. This ID is
static per application and can only be changed by applying a new calibration to the software or by re-
programming the software to a subsequent release. Per J1939, the string is delimited (terminated) by the
ASCII “*” character yielding a string size of 12 bytes total for this parameter.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 88 of 171
6.22. PGN 65252 – SHUTDOWN: SHUTDN – FROM TRANSMISSION
SAE Excerpt:
Broadcast Rate 1s
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 228
Default Priority 6
Parameter Group Number 65,252 (00FEE416)

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 0316
(Transmission #1). The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

SHUTDN Sent from Transmission Rate PGN Source Destination

(8 byte message) 1s FEE4 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine idle shutdown has shutdown engine 593 1.1 2 bits
Engine idle shutdown driver alert mode 594 1.3 2 bits
Engine idle shutdown timer override 592 1.5 2 bits
Engine idle shutdown timer state 590 1.7 2 bits
Undefined 2.1 6 bits
Engine idle shutdown timer function 591 2.7 2 bits
A/C high pressure fan switch 985 3.1 2 bits
Refrigerant low pressure switch 875 3.3 2 bits
Refrigerant high pressure switch 605 3.5 2 bits
Undefined 3.7 2 bits
Engine wait to start lamp 1081 4.1 2 bits CY03 See section
Undefined 4.3 6 bits
Engine protection system has shutdown engine 1110 5.1 2 bits
Engine protection system approaching shutdown 1109 5.3 2 bits
Engine protection system timer override 1108 5.5 2 bits
Engine protection system timer state 1107 5.7 2 bits
Undefined 6.1 6 bits
Engine protection system configuration 1111 6.7 2 bits
Engine alarm acknowledge 2815 7.1 2 bits
Engine alarm output command status 2814 7.3 2 bits
Engine air shutoff command status 2813 7.5 2 bits
Engine overspeed test 2812 7.7 2 bits
Engine air shutoff status 3667 8.1 2 bits
PTO shutdown has shutdown engine 5404 8.3 2 bits
Coolant level engine protection shutdown status 5566 8.5 2 bits
Engine oil pressure switch 8159 8.7 2 bits

6.22.1. ENGINE WAIT TO START LAMP [SPN 1081]

SAE Excerpt: Lamp signal which indicates that the engine is too cold to start and the operator should
wait until the signal becomes inactive (turns off).

002 Off
012 On
102 Error
112 Not available

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 89 of 171
Allison H 40/50 EP Implementation: Parameter is set to ‘012’ when the Allison H 40/50 EP system is
preventing the engine from being started to indicate to the operator that there will be no response to an
operator’s activation of the engine start input. The Allison H 40/50 EP system shall wait for high voltage
initialization before the engine will be allowed to start. This output incorporates the engine’s wait to start
indication by a logical OR of the engine’s wait to start indication and the hybrid system’s wait to start
indication. Note that ‘Error’ (102) is not supported. ‘Not Available’ (all 1’s) may be transmitted near power
on initialization of the control system.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 90 of 171
6.23. PGN 65259 – COMPONENT IDENTIFICATION: CI – FROM TRANSMISSION
ON REQUEST
SAE Excerpt:
Broadcast Rate On request
Data Length Variable
Extended Data Page: 0
Data Page 0
PDU Format 254
PDU Specific 235
Default Priority 6
Parameter Group Number 65,259 (00FEEB16)

NOTE - The make, model, serial number and unit number fields in this message are optional and
separated by an ASCII “*”. It is not necessary to include all fields; however, the delimiter (“*”) is always
required.

Field:
a Make
Delimiter (ASCII “*”)
b Model
Delimiter (ASCII “*”)
c Serial number
Delimiter (ASCII “*”)
d Unit number (Power unit)
Delimiter (ASCII “*”)

These examples are permitted uses:

aaaaa*b...b*c...c*d...d*
*b...b***
*b...b**d...d*

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 03 16

(Transmission #1) within one second of receiving a global Request from a global source for this PGN.
Since the total message size of this message is 13 bytes, a multi-frame response is necessary and the
transport protocol broadcast announce message (TP.CM-BAM) with two data transfer (TP.DT) packet
messages will be used to deliver the message.

CI Broadcast on Request Rate PGN Source Destination

(variable, up to 610 byte message, 8 bytes for Allison H 40/50 OR FEEB 03 NA
EP)

Message Layout: Parameters SPN Offset Length SORP Notation

*
Make 586 a 5 bytes
*
Model 587 b 200 bytes CY09 Static
*
Serial Number 588 c 200 bytes
*
Software identification 233 d 200 bytes

6.23.1. MODEL [SPN 587]

SAE Excerpt: Model of the component. NOTE – The ASCII character “*” is reserved as a delimiter.

Data Length: Variable - up to 200 bytes followed by an "*" delimiter

Resolution: ASCII, 0 offset
Data Range: 0 to 255 per byte

Allison H 40/50 EP Implementation: The Allison H 40/50 EP software currently transmits a single frame
message in response to this request. The response is not compliant with the J1939 requirements for this
PGN, but the response is formatted as if it were a software ID. The first byte of the 8 byte message is the

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 91 of 171
number 1 signifying a single id string followed by the ASCII characters “EP4050*”. Since this is
recognized as non-compliant, it will be fixed in a future software update.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 92 of 171
6.24. PGN 65272 – TRANSMISSION FLUIDS 1: TRF1
SAE Excerpt:
Broadcast Rate 1 second
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 248
Default Priority 6
Parameter Group Number 65,272 (00FEF816)

Allison H 40/50 EP Implementation: This message is broadcast from Source Address 03 16

(Transmission #1). The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be broadcast as all ones (1’s) to indicate
‘Not Available’.

TRF1 Broadcast Rate PGN Source Destination

(8 byte message) 1s FEF8 03 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Clutch pressure 123 1 1 byte
Transmission oil level 124 2 1 byte
Transmission filter differential pressure 126 3 1 byte
Transmission oil pressure 127 4 1 byte
Transmission oil temperature 177 5-6 2 bytes CY03 See section
Transmission oil level high/low 3027 7 1 byte CY05 See section
Transmission oil level countdown timer 3028 8.1 4 bits CY05 See section
Transmission oil level measurement status 3026 8.5 4 bits CY05 See section

6.24.1. TRANSMISSION OIL TEMPERATURE [SPN 177]

SAE Excerpt: Temperature of the transmission lubricant.

Data Length: 2 bytes

Resolution: 0.03125° C per bit gain, -273° C offset
Data Range: -273° C to +1735.0° C (-459.4° F to +3155.0° F)

Allison H 40/50 EP Implementation: The measured transmission sump temperature is used for this
parameter. This information is provided for the discretionary use of the system (e.g., dashboard display).
‘Not Available’ (all 1’s) may be transmitted near power on initialization of the control system.

6.24.2. TRANSMISSION OIL LEVEL HIGH/LOW [SPN 3027]

SAE Excerpt: Amount of current volume of transmission sump oil compared to recommended volume.

Data Length: 1 byte

Resolution: 0.5 L/bit, -62.5 L Offset
Data Range: -62.5 L to +62.5 L
Parameter Specific Indicator: $FB indicates conditions are “not acceptable for a valid fluid level
measurement.”

Allison H 40/50 EP Implementation: The measured transmission oil level is used for this parameter.
When the fluid level measured is above the recommended full level, a positive value for this parameter is
transmitted indicating the excess number of liters of fluid which should be removed. When the fluid level
measured is below the recommended add level, a negative value for this parameter is transmitted
indicating the number of liters of fluid which should be added. This information is provided for the

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 93 of 171
discretionary use of the system (e.g., dashboard display) and for use by the Allison Push Button Shift
Selector which communicates on the J1939 link. ‘Not Available’ (all 1’s) may be transmitted near power
on initialization of the control system. $FE (254d) will be transmitted when a sensor failure is detected.
$FB (251d) will be transmitted when conditions are not acceptable for a valid fluid level measurement as
indicated within the Transmission Oil Level Measurement Status parameter of this message.

6.24.3. TRANSMISSION OIL LEVEL COUNTDOWN TIMER [SPN 3028]

SAE Excerpt: Once all vehicle conditions (such as vehicle stopped, etc.) are met, some transmissions
may require a ‘settling time’ to allow the fluid level to normalize. This parameter indicates how much of the
required settling time remains. When time reaches 0, a valid oil level measurement value will be
broadcast in the ‘Transmission Oil Level High/Low’ parameter of this message.

Data Length: 4 bits

Resolution: 1 minute/bit
Data Range: 0 to 13 minutes

Bit States Transmission Oil Level Countdown Timer

00002 Less than 1 minute
00012 1 minute
00102 2 minutes
00112 3 minutes
01002 4 minutes
01012 5 minutes
01102 6 minutes
01112 7 minutes
10002 8 minutes
10012 9 minutes
10102 10 minutes
10112 11 minutes
11002 12 minutes
11012 13 minutes
11102 Error
11112 Not available

Allison H 40/50 EP Implementation: The transmission controller determines the present state of the
transmission oil level settling timer. This information is provided for the discretionary use of the system
(e.g., dashboard display) and for use by the Allison Push Button Shift Selector which communicates on
the J1939 link. ‘Not Available’ (all 1’s) may be transmitted near power on initialization of the control
system. Error (11102) will be transmitted in the case of a sensor failure. During countdown timing, the
transmission controller logic will be such that the value displayed is equal to the remaining time truncated
to minutes, plus 1, until the timer expires (at which the value will be set to zero). For example:

Exact Settling Time Remaining Oil Level Countdown Timer Value

1:47 TRUNC(1:47) + 1 = 2
0:58 TRUNC(0:58) + 1 = 1
0:00 (expired) 0

6.24.4. TRANSMISSION OIL LEVEL MEASUREMENT STATUS [SPN 3026]

SAE Excerpt: Indicates if conditions are acceptable to obtain a valid transmission oil level measurement
as conveyed in the ‘Transmission Oil Level’ parameter or ‘Transmission Oil Level High/Low’ parameter of
this message. If conditions are not acceptable, this parameter conveys to the operator what prevents
conditions from being acceptable.

Only one condition can be conveyed in this parameter at any given point in time. If multiple conditions
exist, it is not important which condition is actually broadcast, as the driver must ‘correct’ each and every
condition as it is presented before a valid oil level reading can be made. If multiple conditions exist that

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 94 of 171
prevent a valid reading, the sender should broadcast one of those conditions until it is corrected; then the
next condition can be conveyed to the operator, and so on.

Data Length: 4 bits

Resolution: 16 states
Data Range: 0 to 15

Bit States Transmission Oil Level Measurement Status

00002 Conditions valid for transmission oil level measurement
00012 Conditions not valid – Settling timer still counting down
00102 Conditions not valid – Transmission in gear
00112 Conditions not valid – Transmission fluid temperature too low
01002 Conditions not valid – Transmission fluid temperature too high
01012 Conditions not valid – Vehicle moving; output shaft speed too high
01102 Conditions not valid – Vehicle not level
01112 Conditions not valid – Engine speed too low
10002 Conditions not valid – Engine speed too high
10012 Not defined
10102 Not defined
10112 Not defined
11002 Not defined
11012 Conditions not valid – Other
11102 Error
11112 Not available”

Allison H 40/50 EP Implementation: The transmission controller determines the present state of the
transmission oil level measurement system. This information is provided for the discretionary use of the
system (e.g., dashboard display) and for use by the Allison Push Button Shift Selector which
communicates on the J1939 link. ‘Not Available’ (all 1’s) may be transmitted near power on initialization of
the control system. Error (11102) will be transmitted in the case of a sensor failure.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 95 of 171
7.0 PARAMETER RECEPTION
The following parameters within this section are utilized by the Allison H 40/50 EP system for normal
transmission operation. Please note the source address requirements. Parameter support can be
categorized into one of three levels:

Standard ..................................... The given parameter is enabled for use in every production H 40/50 EP
software calibration.

TCM Reflash-Selectable ............ The given parameter may be enabled through Allison’s H 40/50 EP
production configuration process.

Special........................................ A unique software calibration must be created by Allison Application

Engineering in order for the given parameter to be supported within the H
40/50 EP system.

Note that not all of the parameters in a particular message (PGN) are supported. The corresponding table
for each message denotes which parameters are available as part of a standard configuration or only in
special calibrations. Please discuss availability, restrictions, and default broadcasts with your Allison
representative.

Refer back to Section 4.0 of this document to determine if a specific message or parameter support is
required for a specific transmission function or feature.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 96 of 171
7.1. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – TO ENGINE
CONTROLLER FROM BRAKE CONTROLLER
SAE Excerpt:
Broadcast Rate To engine: Control Purpose dependent or 10 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 0
PDU Specific Destination address
Default Priority 3
Parameter Group Number 0 (00000016)

Allison H 40/50 EP Implementation: This message is received as a message from Source Address
0B16 (Brakes – System Controller) directed to either the Destination Address 0016 (Engine #1) or the
Destination Address 1016 (Driveline Retarder Controller) only. This message containing any other source
address or any other destination address combination will be ignored. This section discusses this PGN
sent to the engine. Note that it is unusual for the transmission controller to accept a message directed to
an address other than the transmission (0316), as is the case here. The following table shows in bold font
the parameters within this message that are supported by the Allison H 40/50 EP system. Subsequent
subparagraphs within this section provide more detail for each of the supported parameters and the
respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the table below
will be ignored upon reception.

TSC1 to Engine from Brake TO Rate PGN Source Destination

(8 byte message) 30 ms (10 0000 0B 00
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY03 See section
Engine requested speed control conditions 696 1.3 2 bits
Override control mode priority 897 1.5 2 bits
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes
Engine requested torque/torque limit 518 4 1 byte CY03 See section
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque – high resolution 4191 6.1 4 bits
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits
Message checksum 4207 8.5 4 bits

This message is required if support of an Anti-Slip Reduction (ASR) or Automatic Traction Control (ATC)
system is expected in a given installation.

During an ATC event, the Allison H 40/50 EP system responds to this message by decreasing
transmission output torque accordingly. The Allison H 40/50 EP system takes into account any engine
torque modification required for responding to the ATC event. Therefore, the engine shall not respond to
the Anti-Slip Reduction or Automatic Traction Control system’s TSC1 message.

7.1.1. ENGINE OVERRIDE CONTROL MODE [SPN 695]

SAE Excerpt: The override control mode defines which sort of control command is used.

002 Override Disabled - Disable any existing control commanded by the source of this command.
012 Speed Control - Govern speed to the included “desired speed” value.
102 Torque Control - Control torque to the included “desired torque” value.
112 Speed/Torque Limit Control - Limit speed and/or torque based on the included limit values.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 97 of 171
Allison H 40/50 EP Implementation: The following interpretations of the parameter apply:

 Override Disabled - interpreted to indicate the end of the ASR event or an ASR event is not active.
 Speed Control - is interpreted as an error, the system will assume an ASR event is not active
 Torque Control - is interpreted as an error, the system will assume an ASR event is not active
 Speed/Torque Limit Control - is interpreted to indicate an ASR event is active, transmission output
torque will be limited per the Engine Requested Torque/Torque Limit parameter (SPN 518)
accordingly.

It is expected that during an ASR event the ‘Speed/Torque Limit Control’ value will be received. Upon
termination of the event it is expected to receive one or more messages containing ‘Override Disabled’
prior to the termination of the transmission of the TSC1 message by the ASR controller.

This message is expected to be coordinated with the ‘ASR engine control active’ parameter in the EBC1
message. Please refer to the EBC1 message (PGN 61441) text for details of this coordination.

7.1.2. ENGINE REQUESTED TORQUE/TORQUE LIMIT [SPN 518]

SAE Excerpt: Parameter provided to the engine or retarder in the torque/speed control message for
controlling or limiting the output torque. Requested torque to the engine is measured in indicated torque
as a percentage of reference engine torque (see the engine configuration message, PGN 65251).
Data Length: 1 byte
Resolution: 1% /bit, -125 offset
Data Range: -125% to 125%
Operating Range: 0 to 125% engine torque requests

Allison H 40/50 EP Implementation: Transmission output torque is reduced in response to this received
value if the Engine Override Control Mode parameter indicates an ASR event is active (if inactive, this
parameter is ignored). The Allison H 40/50 EP system will respond to this message by reducing
transmission output torque to a level that is less than or equal to the received value for this parameter.
The received percentage value is interpreted as a reduction from the commanded output torque prior to
the ASR event. It is assumed that the sender of the TSC1 message has optimized the Torque Limit as a
function of time per the dynamics of the vehicle.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 98 of 171
7.2. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – TO DRIVELINE
RETARDER CONTROLLER (DRC) FROM BRAKE CONTROLLER
SAE Excerpt:
Broadcast Rate To retarder: 50 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 0
PDU Specific Destination address
Default Priority 3
Parameter Group Number 0 (00000016)

Allison H 40/50 EP Implementation: This message is received from Source Address 0B16 (Brakes –
System Controller) directed to either the Destination Address 00 16 (Engine #1) or the Destination Address
1016 (Driveline Retarder Controller) only. This message containing any other source address or any other
destination address combination will be ignored. This section discusses this PGN sent to the driveline
retarder controller (DRC). Note that it is unusual for the transmission controller to accept a message
directed to an address other than the transmission (0316) as is the case here. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

TSC1 to DRC from Brake TO Rate PGN Source Destination

(8 byte message) 150 ms (50 0000 0B 10
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY03 See section
Engine requested speed control conditions 696 1.3 2 bits
Override control mode priority 897 1.5 2 bits CY12 See section
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes
Engine requested torque/torque limit 518 4 1 byte CY03 See section
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque – high resolution 4191 6.1 4 bits
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits
Message checksum 4207 8.5 4 bits

The Allison H 40/50 EP system responds to this message by disabling auxiliary braking during an anti-
lock braking event. During wheel lock and drag torque reduction conditions, the ABS controller typically
sends TSC1 messages to the engine retarder and to the driveline retarder simultaneously. The Allison H
40/50 EP system responds to this message by disabling auxiliary transmission braking (driveline
retardation) and by disabling the engine retarder.

7.2.1. ENGINE OVERRIDE CONTROL MODE [SPN 695]

SAE Excerpt: The override control mode defines which sort of control command is used.

002 Override Disabled - Disable any existing control commanded by the source of this command.
012 Speed Control - Govern speed to the included “desired speed” value.
102 Torque Control - Control torque to the included “desired torque” value.
112 Speed/Torque Limit Control - Limit speed and/or torque based on the included limit values.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 99 of 171
Allison H 40/50 EP Implementation: The following interpretations of the parameter apply:

 Override Disabled - interpreted to indicate the end of the ABS event or the ABS event is not active.
 Speed Control - interpreted as an error, the system will assume an ABS event is not active.
 Torque Control - interpreted to indicate an ABS event is active, transmission output torque will be
commanded per the Requested Torque/Torque Limit parameter accordingly.
 Speed/Torque Limit Control -is interpreted to indicate an ABS event is active, transmission output
torque will be commanded per the Requested Torque/Torque Limit parameter accordingly.

It is expected that during an ABS event either the ‘Torque Control’ value or the ‘Speed/Torque Limit
Control’ value will be received. Upon termination of the event it is expected to receive one or more
messages containing ‘Override Disabled’ prior to the termination of the transmission of the TSC1
message by the ABS controller.

This message is expected to be coordinated with the ‘ABS active’ parameter in the EBC1 message.
Please refer to the EBC1 message (PGN 61441) text for details of this coordination.

7.2.2. OVERRIDE CONTROL MODE PRIORITY [SPN 897]

SAE Excerpt: This field is used as an input to the transmission controller to determine the priority of the
Override Control Mode received in the Torque/Speed Control message (see PGN 0). The default is 11
(Low priority). It is not required to use the same priority during the entire override function. For example,
the transmission can use priority ‘High priority’ during a shift, but can set the priority to ‘Low priority’ at the
end of the shift to allow traction control to also interact with the torque limit of the engine.

002 Highest Priority

012 High Priority
102 Medium Priority
112 Low Priority

Allison H 40/50 EP Implementation: The transmission will honor the priority selection logic of this
parameter in selecting which TSC1 message to respond to when it receives simultaneous TSC1
messages per the rules specified in the Supporting Information section (Appendix D) of the J1939-71
document for the Engine Override Control Mode parameter (SPN 695).

7.2.3. ENGINE REQUESTED TORQUE/TORQUE LIMIT [SPN 518]

SAE Excerpt: Parameter provided to the engine or retarder in the torque/speed control message for
controlling or limiting the output torque. Requested torque to the retarder is measured in indicated torque
as a percentage of reference retarder torque.
Data Length: 1 byte
Resolution: 1%/bit, -125 offset
Data Range: -125% to 125%
Operating Range: -125% to 0 for retarder torque requests

Allison H 40/50 EP Implementation: If the ‘Override Control Mode’ parameter (SPN 897) indicates an
ABS event is active (if inactive, this parameter is ignored) then this parameter is interpreted as follows:

 0% is interpreted to indicate that an ABS event is active; transmission auxiliary braking torque will be
disabled.
 Non-zero is interpreted to indicate that an ABS event is not active, normal transmission braking
torque is allowed.

If this on/off interpretation of this parameter is inconsistent with the intent of the ABS controller, contact
Allison Application Engineering.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 100 of 171
7.3. PGN 00000 – TORQUE/SPEED CONTROL #1: TSC1 – FROM A GENERIC
EXTERNAL CONTROLLER
SAE Excerpt:
Broadcast Rate To engine: Control Purpose dependent or 10 ms
To retarder: 50 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 0
PDU Specific Destination address
Default Priority 3
Parameter Group Number 0 (00000016)

Allison H 40/50 EP Implementation: This message is typically received from one of several predefined
Source Addresses (E716 (Articulation Joint Controller), 2116 (Body Controller), or a generic control
module) directed by default to Destination Address 00 16 (Engine #1). The source and destination address
can be calibrated within the system controller to listen to non-SAE standard controllers performing this
function. This message containing any other source address or any other destination address
combination other than the OEM specified settings will be ignored. Note that it is unusual for the
transmission controller to accept a message directed to an address other than the transmission (0316) as
is the case here. The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more
detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be ignored upon reception.

Generic TSC1 Reception TO Rate PGN Source Destination

(8 byte message) (Generic) (50 0000 Generic 00
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Engine override control mode 695 1.1 2 bits CY12 See section
Engine requested speed control conditions 696 1.3 2 bits
Override control mode priority 897 1.5 2 bits CY12 See Section
Undefined 1.7 2 bits
Engine requested speed/speed limit 898 2-3 2 bytes
Engine requested torque/torque limit 518 4 1 byte CY12 See section
TSC1 transmission rate 3349 5.1 3 bits
TSC1 control purpose 3350 5.4 5 bits
Engine requested torque – high resolution 4191 6.1 4 bits
Undefined 6.5 4 bits
Undefined 7 1 byte
Message counter 4206 8.1 4 bits CY12 See Section
Message checksum 4207 8.5 4 bits

During a TSC1 torque limit event, the Allison H 40/50 EP system responds to this message by decreasing
transmission output torque accordingly. The control system will only respond to a positive torque limit
command. Limits on regenerative braking are handled by the TSC1 directed to the driveline retarder. The
Allison H 40/50 EP system takes into account any engine torque modification required for responding to
the event. Therefore, the engine shall not respond to the external system’s TSC1 message.

7.3.1. ENGINE OVERRIDE CONTROL MODE [SPN 695]

SAE Excerpt: The override control mode defines which sort of control command is used.

002 Override Disabled - Disable any existing control commanded by the source of this command.
012 Speed Control - Govern speed to the included “desired speed” value.
102 Torque Control - Control torque to the included “desired torque” value.
112 Speed/Torque Limit Control - Limit speed and/or torque based on the included limit values.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 101 of 171
Allison H 40/50 EP Implementation: The following interpretations of the parameter apply:

 Override Disabled - interpreted to indicate the end of the external torque limit event or an external
torque limit event is not active.
 Speed Control - is interpreted as an error, the system will assume an external torque limit event is not
active
 Torque Control - is interpreted as an error, the system will assume an external torque limit event is
not active
 Speed/Torque Limit Control - is interpreted to indicate an external torque limit event is active,
transmission output torque will be limited per the Requested Torque/Torque Limit parameter
accordingly.

It is expected that during an external torque limit event the ‘Speed/Torque Limit Control’ value will be
received. Upon termination of the event it is expected to receive one or more messages containing
‘Override Disabled’ prior to the termination of the transmission of the TSC1 message by the external
controller.

7.3.2. OVERRIDE CONTROL MODE PRIORITY [SPN 897]

SAE Excerpt: This field is used as an input to the transmission controller to determine the priority of the
Override Control Mode received in the Torque/Speed Control message (see PGN 0). The default is 11
(Low priority). It is not required to use the same priority during the entire override function. For example,
the external controller can use priority ‘High priority’ during an shift, but can set the priority to ‘Low priority’
at the end of the shift to allow traction control to also interact with the torque limit of the engine.

002 Highest Priority

012 High Priority
102 Medium Priority
112 Low Priority

Allison H 40/50 EP Implementation: The transmission will honor the priority selection logic of this
parameter in selecting which TSC1 message to respond to when it receives simultaneous TSC1
messages per the rules specified in the Supporting Information section (Appendix D) of the J1939-71
document for the ‘Engine Override Control Mode’ parameter (SPN 695).

7.3.3. ENGINE REQUESTED TORQUE/TORQUE LIMIT [SPN 518]

SAE Excerpt: Parameter provided to the engine or retarder in the torque/speed control message for
controlling or limiting the output torque. Requested torque to the engine is measured in indicated torque
as a percentage of reference engine torque (see the engine configuration message, PGN 65251).
Data Length: 1 byte
Resolution: 1% /bit, -125 offset
Data Range: -125% to 125%
Operating Range: -125% to 0 for retarder torque requests

Allison H 40/50 EP Implementation: Transmission output torque is reduced in response to this received
value if the ‘Override Control Mode’ parameter indicates an ASR event is active (if inactive, this parameter
is ignored). The Allison H 40/50 EP system will respond to this message by reducing transmission output
torque to a level that is less than or equal to the received value for this parameter. The received
percentage value is interpreted as a reduction from a reference torque value for the Allison H 40/50 EP
system in order to calculate the output torque limit.

7.3.4. MESSAGE COUNTER [SPN 4206]

SAE Excerpt: The message counter is used to detect situations where the transmitting ECU malfunction
repeats the same frame all the time. The receiver of the information may use the counter parameter to

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 102 of 171
detect this situation. The transmitting device will increase the message counter in every cycle. The
message counter will count from 0 to 7 and then wrap.

The values 0x8 thru 0xE are SAE reserved and ignored by the receiver.

Value 0xF (all bits set to 1) will indicate that the message counter is not available.

Data Length: 4 bits

Resolution: 1 count/bit, 0 offset
Data Range: 0 to 15
Operational Range: 0 to 7 and 15 exclusively

Allison H 40/50 EP Implementation: The counter is checked against the previously transmitted value to
ensure that the external controller requesting a torque limit is properly incrementing the value. If the
parameter is not being updated the message will fail arbitration and the system will default to the next
TSC1 message winning arbitration or back to the internal system torque limits. Support of the message
counter is expected from any controller that may limit torque for an extended period of time, such as the
joint controller which may indefinitely limit torque in the case of an interlock condition. Devices, such as
the ATC which do not currently support the parameter but only torque limit for short periods of time, may
not be required to support this parameter.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 103 of 171
7.4. PGN 00256 – TRANSMISSION CONTROL #1: TC1 – TO TRANSMISSION
FROM SHIFT CONTROL PRIMARY
SAE Excerpt:
Broadcast Rate When active; 50 ms to transmission and axles
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 1
PDU Specific Destination address
Default Priority 3
Parameter Group Number 256 (00010016)

Allison H 40/50 EP Implementation: This message is received from Source Address 05 16 (Shift
Console Primary) directed to Destination Address 0316 (Transmission #1) only. This message containing
any source address other than the SCP or destination address other than the transmission will be
ignored. The following table shows in bold font the parameters within this message that are supported by
the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more detail for
each of the supported parameters and the respective Allison H 40/50 EP Implementation. Unsupported
and undefined parameters in the table below will be ignored upon reception.

TC1 to Transmission from SCP TO Rate PGN Source Destination

(8 byte message) 150 ms (50 0100 05 03
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Transmission gear shift inhibit request 681 1.1 2 bits
Transmission torque converter lockup disable request 682 1.3 2 bits
Disengage driveline request 683 1.5 2 bits
Transmission reverse gear shift inhibit request 4242 1.7 2 bits
Requested percent clutch slip 684 2 1 byte
Transmission requested gear 525 3 1 byte CY09 See section
Disengage differential lock request - front axle 1 685 4.1 2 bits
Disengage differential lock request - front axle 2 686 4.3 2 bits
Disengage differential lock request - rear axle 1 687 4.5 2 bits
Disengage differential lock request - rear axle 2 688 4.7 2 bits
Disengage differential lock request – central 689 5.1 2 bits
Disengage differential lock request - central front 690 5.3 2 bits
Disengage differential lock request - central rear 691 5.5 2 bits
Undefined 5.7 2 bits
Transmission mode 1 1852 6.1 2 bits
Transmission mode 2 1853 6.3 2 bits
Transmission mode 3 1854 6.5 2 bits
Transmission mode 4 1855 6.7 2 bits CY09 See section
Transmission Auto-Neutral (Manual Return) Request 7695 7.1 2 bits
Transmission requested launch gear 4255 7.3 4 bits
Transmission shift selector display mode switch 2985 7.7 2 bits CY09 See section
Transmission mode 5 4246 8.1 2 bits
Transmission mode 6 4247 8.3 2 bits
Transmission mode 7 4248 8.5 2 bits
Transmission mode 8 4249 8.7 2 bits

7.4.1. TRANSMISSION REQUESTED GEAR [SPN 525]

SAE Excerpt: Gear requested by the operator, ABS, or engine.

Data Length: 1 byte

Resolution: 1 gear value/bit, -125 offset
Data Range: -125 to 125
Operational Range: -64 to 64

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 104 of 171
Negative values are reverse gears, positive values are forward gears, zero is neutral, parameter specific
indicators are listed below.

Parameter specific values for this parameter are as follows [the 0x prefix indicates a hexadecimal value]:
0xFD Hold current gear
0xFC Forward Drive Position
0xFB ‘Park’ position
0xFA Forward ‘Low’ position
0xF9 Upshift 1 gear from current position
0xF8 Upshift 2 gears from current position
0xF7 Downshift 1 gear from current position
0xF6 Downshift 2 gears from current position
0xF5 D-1: 1st forward selector position referenced from ‘Drive’
0xF4 D-2: 2nd forward selector position referenced from ‘Drive’
0xF3 D-3: 3rd forward selector position referenced from ‘Drive’
0xF2 D-4: 4th forward selector position referenced from ‘Drive’
0xF1 D-5: 5th forward selector position referenced from ‘Drive’
0xF0 D-6: 6th forward selector position referenced from ‘Drive’
0xEF D-7: 7th forward selector position referenced from ‘Drive’
0xEE Between two shift selector positions (if detail is unknown)
0xED Between two reverse shift selector positions
0xEC Between two forward shift selector positions
0xEB Between D-7 and D-6 shift selector positions
0xEA Between D-6 and D-5 shift selector positions
0xE9 Between D-5 and D-4 shift selector positions
0xE8 Between D-4 and D-3 shift selector positions
0xE7 Between D-3 and D-2 shift selector positions
0xE6 Between D-2 and D-1 shift selector positions
0xE5 Between D-1 and ‘Drive’ shift selector positions
0xE4 Between ‘Drive’ and ‘Neutral’ shift selector positions
0xE3 Between ‘Neutral’ and ‘Reverse’ shift selector positions
0xE2 Between ‘Reverse’ and ‘Park’ shift selector positions
0xE1 Press of momentary button to reselect current position
0xE0 Position unknown and/or no buttons pressed
0xDF Reverse Selector Position
0xDE - 0xBE Reserved
0x3C - 0x00 Reserved

Forward selector position from drive (0xF5 to 0xEF) – Indicates shift selector position in reference to the
‘Drive’ position on the selector. It is possible that the shift selector software may not know the number of
forward ranges. The shift selector may identify the position selected by the operator while the
transmission ECU determines what range or gear that represents. If there is a digital display, the
transmission ECU would communicate what is to be displayed via another message such as ETC#2 or
ETC#7.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 105 of 171
Allison H 40/50 EP Implementation: This parameter indicates the range requested by the operator in
terms of gear number or parameter specific value. The Allison H 40/50 EP software applies significance
to the following values sent from the SCP:
0x7C - Reverse
0x7D - Neutral
0xE0 - No Select (This is also the default value)
0xE1 - Reselect of current position
0xF7 - Downshift (Down arrow)
0xF9 - Upshift (Up arrow)
0xFB - Park
0xFC - Forward (Drive)
0xFE – Error

No other values are expected for this parameter.

7.4.2. TRANSMISSION MODE 4 [SPN 1855]

SAE Excerpt: Indicates whether transmission mode 4 is enabled. Modes are manufacturer specific and
are not necessarily mutually exclusive. See also SPN 2539 [the “Transmission Mode 4 Indicator” of ETC7
(PGN FE4A16) at Section 6.18.1 of this document].

002 Disable
012 Enable
102 Reserved
112 Take no action

Allison H 40/50 EP Implementation: This parameter is used to transmit the status of the Mode Button
on the shift selector. A value of 00 means the Mode Button is not being pressed. A value of 01 means the
Mode button is being pressed.

7.4.3. TRANSMISSION SHIFT SELECTOR DISPLAY MODE SWITCH [SPN 2985]

SAE Excerpt: Status of the operator’s switch used to ‘toggle’ through multiple display modes of a shift
selector display.

When a shift selector display is capable of displaying more than just range information, this switch is
toggled by the operator to move through the different display modes. If the selector has only two display
modes, this switch may behave as a typical SPST switch. If the selector has more than two display
modes, the switch may be momentary, where each activation indicates that the selector has scrolled
through to the next subsequent display mode.

002 Off
012 On
102 Error
112 Not available

Allison H 40/50 EP Implementation: This parameter is used to transmit a request by the operator to
change the display from range selected/attained information to other information such as oil level
information or diagnostics. It is controlled by simultaneously pressing both the Upshift and Downshift
buttons on the PBSS. A value of 00 means the input is OFF or the buttons are not being pressed. A value
of 01 means the input is ON or the buttons are being pressed.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 106 of 171
7.5. PGN 59904 – REQUEST: GLOBAL PGN REQUEST
SAEJ1939-21 Excerpt: Used to request a Parameter Group from a network device or devices.

Transmission Repetition Rate: Per user requirements, but generally recommended that requests occur
no more than 2 or 3 times per second
Data Length: 3 bytes
Extended Data Page: 0
Data Page: 0
PDU Format: 234
PDU Specific: Destination address (global or specific)
Default Priority: 6
Parameter Group Number: 59,904 (00EA0016)

Allison H 40/50 EP Implementation: For software prior to 2017, the Allison H 40/50 EP software will
respond to specific requests upon the reception of this message directed to and from the global Source
Address FF16 only. This message containing any source or destination address other than global address
will be ignored. A table in the section describing the parameter group number requested lists those PGNs
to which a response will be sent; all other requests will be ignored.

For software in 2017 and beyond, the Allison H 40/50 EP system will respond to Requests for DM19 with
the global destination address (FF16) or to destination address 0316 (Transmission #1) The software will
allow Requests from source address F816 or F916 (J1939 service tools).

The Allison H 40/50 EP system response to this message always uses the Broadcast Announce Message
(BAM) transport protocol method. The Allison H 40/50 EP does not support the
Request_to_Send/Clear_to_Send (RTS/CTS) transport protocol method. Refer to the section entitled
“Request” in the J1939-21 document for details regarding this message and the definition of the
terminology used here. The following table shows in bold font the parameters within this message that are
supported by the Allison H 40/50 EP system.

Global PGN Request TO Rate PGN Source Destination

(3 byte message) NA AS EA00 FF FF, (03)
(F8,
F9)
Message Layout: Parameters SPN Offset Length SORP Notation
Parameter group number (RQST) CY09,
2540 1 3 bytes See section
(* PGNs processed: SOFT, CI & DM19) CY17

7.5.1. PARAMETER GROUP NUMBER (RQST) [SPN 2540]

SAE Excerpt: Whenever it is necessary to identify a Parameter Group in the data field of a CAN data
frame, it will be expressed in 24 bits [3 bytes]. The 24-bit value is sent least significant byte (LSB) first
(see Table 2 where it is stated the MSB is sent third, middle byte second and least significant byte first).
The Parameter Group Number is a 24-bit value that has the following constituent components: 6 bits set
to zero, Extended Data Page bit, Data Page bit, PDU Format Field (8 bits), and Group Extension Field (8
bits). The procedure for the bit fields to be converted to a Parameter Group Number is as follows. The six
most significant bits of the PGN are set to zero. Then the Extended Data Page Bit, Data Page bit and
PDU Format field are copied into the next 10 bits. Lastly if the PF value is less than 240 (F016), then the
least significant byte of the PGN is set to zero. Otherwise it is set to the value of the Group Extension
Field.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 107 of 171
Allison H 40/50 EP Implementation: Using the message layout table format, the 3 bytes of the PGN
referred to above are defined:

Message Layout: Parameters Offset Length Notation

LSB of PGN (Group Extension Field) 1 1 byte See PGN Request List below
MSB of PGN (PDU Format Field (PF) part of 2 1 byte See PGN Request List below
PGN)
Data Page for PGN 3.1 1 bit Static (0)
Extended data page for PGN 3.2 1 bit Static (0)
Zero filled bits 3.3 6 bits Static (0)

Since the data page bit and extended data page for all the PGNs processed by Allison H 40/50 EP have a
value of 0, byte 3 of the PGN request message is expected to be 0. The list of requested PGNs is
application-specific based upon software and calibrations per customer, but the table below contains all
the possible PGNs that may be requested along with the calendar year in which the request was first
added to the software and the section in which the expected response to the request is documented.
PGN Request List
Acronym of
Byte 1 Byte 2
Requested Calendar Document Section Link for the
of of
Message Year Expected PGN Response to Receive
Request Request
(PGN)
SOFT (FEDA16) DA16 FE16 CY09 Refer to section 6.20 for the SOFT output message
CI (FEEB16) EB16 FE16 CY09 Refer to section 6.23 for the CI output message
DM19 (D30016) 0016 D316 CY17 Refer to section 6.4 for the DM19 output message

The Allison H 40/50 EP software is designed to use the transport protocol broadcast announce message
(TP.CM_BAM) method with multi-frame data transfer (DT) packets in response to the PGNs requested if
the response exceeds 8 bytes in size. Any PGNs requested other than those listed in this table will not
illicit a response; the request will be ignored.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 108 of 171
7.6. PGN 60160 – TRANSPORT PROTOCOL – DATA TRANSFER MESSAGE
(TP.DT)
SAE J1939-21 Synopsis: The TP.DT message is an individual packet of a multi-packet message
transfer. For example, if a large message had to be divided into five packets in order to be communicated
then there would be five TP.DT messages. See SAE J1939-21 for more information on this message and
its’ parameters.

SAE J1939-21 Reference .......... 5.10.4

Broadcast Rate .......................... Follows a TP.CM_BAM message OR a previous TP.DT message packet.
Must be transmitted between 50 and 200 ms after last TP.CM_BAM or
TP.DT in this sequence
Data Length ................................ 8 bytes
Extended Data Page .................. 0
Data Page .................................. 0
PDU Format ............................... 235
PDU Specific .............................. Destination Address (Global Destination = 255d)
Default Priority ............................ 7
Parameter Group Number 60,160 (00EB0016) or

Allison H 40/50 EP Implementation: This message is used in support of the transport protocol and
TP.DT packets of data following a TP.CM_BAM message from Source Address 0016 only (Engine #1).
Refer to the section on TP.CM_BAM message reception of this document (Section 7.7) for more details
including which messages will be accepted or rejected and the expectations or limitations for those
messages accepted.

The following table shows in bold font the parameters within this message that are supported by the
Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more detail for each of
the supported parameters and the respective Allison H 40/50 EP Implementation. Unsupported and
undefined parameters in the table below will be ignored upon reception.

TP.DT from Engine TO Rate PGN Source Destination

* *
(8 byte message) (250 (50 ms) EB00 00 FF
ms)
Message Layout: Parameters SPN Offset Length SORP Notation
Sequence number 2572 1 1 byte CY03 Per J1939
Packetized data 2573 2-8 7 bytes CY03 Per J1939

Once a transport protocol delivery is initiated by the BAM, a timeout will occur if the next packet in the
sequence is not received within 250 milliseconds.

7.6.1. SEQUENCE NUMBER [SPN 2572]

SAE J1939-21 Excerpt: Sequence numbers are assigned to packets for transmission on the network
during message packetization and then used on reception of packets to reassemble them back into a
message. Sequence numbers shall be assigned to individual packets beginning with one and continuing
sequentially until the entire message has been packetized and transmitted. The packets shall be sent
sequentially in ascending order starting with packet 1.

Data Length: 1 byte

Data Range: 1 to 255

Allison H 40/50 EP Implementation: This parameter is used to ensure that all of the transport protocol
messages are received and that they are received in the proper order. If any error occurs in the sequence
numbers of the packets then the entire message (all related packets) of data will be rejected.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 109 of 171
 7.6.2. PACKETIZED DATA [SPN 2573]
SAE J1939-21 Excerpt: Packetized Data (7 bytes). Note the last packet of a multi-packet Parameter
Group may require less than 8 data bytes. The extra bytes should be filled with FF16.

Allison H 40/50 EP Implementation: Accepts the packetized data based on the size of the internal
buffer accepting the message. Any bytes in the packets which exceed the size of the input buffer for the
PGN are discarded.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 110 of 171
7.7. PGN 60416 – TRANSPORT PROTOCOL CONNECTION MANAGEMENT
BROADCAST ANNOUNCE MESSAGE: TP.CM_BAM – FROM ENGINE
SAE J1939-21 Excerpt: The TP.CM_BAM (Transport Protocol Connection Management Broadcast
Announce Message) is used to inform all the nodes of the network that a large message is about to be
broadcast. It defines the parameter group and the number of bytes to be sent. After TP.CM_BAM is sent,
the Data Transfer Messages are sent and they contain the packetized broadcast data. TP.CM_BAM is
only transmitted by the originator.

See SAE J1939-21 for more information on the transport protocol.

SAE J1939-21 Reference 5.10.3

Broadcast Rate Per the Parameter Group Number to be transferred
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 236
PDU Specific Destination Address (Global Destination = 255d)
Default Priority 7
Parameter Group Number 60,416 (00EC0016)

Allison H 40/50 EP Implementation: The following table shows in bold font the parameters within this
message that are supported by the Allison H 40/50 EP system; the message will only be accepted from
the 0016 (Engine #1) Source Address to a global FF16 Destination Address. Subsequent subparagraphs
within this section provide more detail for each of the supported parameters and the respective Allison H
40/50 EP Implementation. Unsupported and undefined parameters in the table below will be ignored upon
reception.

TP.CM_BAM from Engine TO Rate PGN Source Destination

(8 byte message) NA AS EC00 00 FF
Message Layout: Parameters SPN Offset Length SORP Notation
Control byte 2556 1 1 byte CY03 Per J1939
Total message size 2567 2-3 2 bytes CY03 Per J1939
Total number of packets 2568 4 1 bytes CY03 Per J1939
Reserved 5 1 byte
Parameter group number (PGN) of packeted
message 2569 6-8 3 bytes CY03 Per J1939
(* PGNs accepted: AETC, DM1, EC1 & CI)

Note that of the six transport protocol connection management messages, the Allison H 40/50 EP only
supports the Broadcast Announce Message (TP.CM_BAM). The timeout for the BAM is based upon the
timeout (as applicable) to the PGN being received; refer to the section for the PGN being received to
determine the timeout period for the message. If the message is a response based upon a PGN request,
a timeout may not apply.

7.7.1. CONTROL BYTE [SPN 2556]

SAE Excerpt:
Data Length: 1 byte
Data Range: 16, 17, 19, 32, 255

Allison H 40/50 EP Implementation: The Control Byte shall be set to 32d to indicate Broadcast
Announce Message. Any other value for this parameter would define this TP.CM message as a type
other than a BAM message. The Allison H 40/50 EP system only supports one type of TP.CM message
which is the BAM message. Therefore, any other value for this parameter would cause the TP.CM
message to be rejected which would result in any following TP.DT messages to not be accepted.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 111 of 171
 7.7.2. TOTAL MESSAGE SIZE [SPN 2567]
SAE Excerpt: Total message size (in bytes) for BAM message. Messages shorter than 9 data bytes
should be sent without utilizing the transport protocol. Messages longer than 1785 cannot use the BAM
transport protocol.

Data Length: 2 bytes

Data Range: 9 to 1785

Allison H 40/50 EP Implementation: The Allison H 40/50 EP software uses this value to check it against
the next parameter (total number of packets) for consistency. It also compares the value against the size
of the buffer allocated for the input PGN; if the number of bytes incoming exceeds the size of the input
buffer, the remaining bytes in excess of the buffer size will be discarded.

7.7.3. TOTAL NUMBER OF PACKETS [SPN 2568]

SAE Excerpt: Total number of packets for BAM message. Zero and one are not valid values.

Data Length: 1 byte

Data Range: 2 to 255

Allison H 40/50 EP Implementation: This parameter is checked by the Allison H 40/50 EP software
against the total message size in bytes to ensure the number of packets is consistent.

7.7.4. PARAMETER GROUP NUMBER (PGN) OF PACKETED MESSAGE [SPN 2569]

SAE Excerpt: Whenever it is necessary to identify a Parameter Group in the data field of a CAN data
frame, it will be expressed in 24 bits [3 bytes]. The 24-bit value is sent least significant byte (LSB) first
(see Table 2 where it is stated the MSB is sent third, middle byte second and least significant byte first).
The Parameter Group Number is a 24-bit value that has the following constituent components: 6 bits set
to zero, Extended Data Page bit, Data Page bit, PDU Format Field (8 bits), and Group Extension Field (8
bits). The procedure for the bit fields to be converted to a Parameter Group Number is as follows. The six
most significant bits of the PGN are set to zero. Then the Extended Data Page Bit, Data Page bit and
PDU Format field are copied into the next 10 bits. Lastly if the PF value is less than 240 (F0 16), then the
least significant byte of the PGN is set to zero. Otherwise it is set to the value of the Group Extension
Field.

Allison H 40/50 EP Implementation: Using the message layout table format, the 3 bytes of the PGN
referred to above are defined as follows:

Message Layout: Parameters Offset Length Notation

LSB of PGN (PDU Specific (PS) part of PGN) 1 1 byte See PGN Rx List below
MSB of PGN (PDU Format (PF) part of PGN) 2 1 byte See PGN Rx List below
Data page for PGN 3.1 1 bit Static (0)
Extended data page for PGN 3.2 1 bit Static (0)
Zero filled bits 3.3 6 bits Static (0)

Since the data page and extended data page for all the PGNs expected by Allison H 40/50 EP has a
value of 0, byte 3 of the PGN shall always be 0. The PGNs received appear in the list below with the
calendar year in which the message was first added to the software and the section of this document the
message is documented.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 112 of 171
 PGN Received List
Byte Byte
Acronym of Calendar Section
1 of 2 of
Message (PGN) Year Reference
PGN PGN
AETC (FD9016) 9016 FD16 CY09 7.14
DM1 (FECA16) CA16 FE16 CY03 7.18
EC1 (FEE316) E316 FE16 CY03 7.20
CI (FEEB16) EB16 FE16 CY03 7.22

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 113 of 171
7.8. PGN 61440 – ELECTRONIC RETARDER CONTROLLER #1: ERC1
SAE Excerpt:
Broadcast Rate 100 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 240
PDU Specific 0
Default Priority 6
Parameter Group Number 61,440 (00F00016)

Allison H 40/50 EP Implementation: This message is received from either Source Address 0F16
(Retarder – Engine) or from Source Address 2916 (Retarder, Exhaust, Engine #1) only and not both at the
same time. Which Source Address is utilized in a given application shall be coordinated with an Allison
representative to ensure compatible programming/calibration of the Allison H 40/50 EP system. This
message received from any other source address will be ignored. The following table shows in bold font
the parameters within this message that are supported by the Allison H 40/50 EP system. Subsequent
subparagraphs within this section provide more detail for each of the supported parameters and the
respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the table below
will be ignored upon reception.

ERC1 TO Rate PGN Source Destination

(8 byte message) 300 ms 100 ms F000 0F or 29 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Retarder torque mode 900 1.1 4 bits CY03 Engr use
Retarder enable – brake assist switch 571 1.5 2 bits
Retarder enable – shift assist switch 572 1.7 2 bits
Actual retarder – percent torque 520 2 1 byte CY03 Per J1939
Intended retarder percent torque 1085 3 1 byte
Engine coolant load increase 1082 4.1 2 bits
Retarder requesting brake light 1667 4.3 2 bits
Retarder road speed limit switch 4233 4.5 2 bits
Retarder road speed exceeding status 4234 4.7 2 bits
Source address of controlling device for retarder control 1480 5 1 byte
Drivers demand retarder – percent torque 1715 6 1 byte
Retarder selection, non-engine 1716 7 1 byte
Actual maximum available retarder – percent torque 1717 8 1 byte

7.8.1. RETARDER TORQUE MODE [SPN 900]

SAE Excerpt: State signal which indicates which retarder torque mode is currently generating, limiting,
or controlling the torque. Note that the modes are not in prioritized order. Not all modes may be relevant
for a given device. Some devices may not implement all functions.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 114 of 171
 Bit State Engine/Retarder Torque Mode

00002 Low idle governor/no request (default mode)

00012 Accelerator Pedal/operator selection
00102 Cruise control
00112 PTO governor
01002 Road speed governor
01012 ASR control
01102 Transmission control
01112 ABS control
10002 Torque limiting
10012 High speed governor
10102 Braking system
10112 Remote accelerator
11002 Not defined
11012 Not defined
11102 Other
11112 Not Available

Engine/Retarder Torque Mode Support Requirements

Mode 00002 means “No request”: retarder torque = 0 (no braking).

Modes 00012 to 11102 indicate that there is either a torque request or the identified function is currently
controlling the retarder: retarder torque may range from 0 (no braking) to the upper limit.

Allison H 40/50 EP Implementation: This parameter is not utilized by the Allison H 40/50 EP control
system. This data is utilized only by the service tool for troubleshooting.

7.8.2. ACTUAL RETARDER – PERCENT TORQUE [SPN 520]

SAE Excerpt: Actual braking torque of the retarder as a percent of retarder configuration reference
torque SPN 556.

Data Length: 1 byte

Resolution: 1%/bit gain, -125% offset
Data Range: -125% to +125%
Operating Range: -125% to 0%

Allison H 40/50 EP Implementation: This parameter is used as feedback information as to whether the
engine retarder is being activated via the TSC1 command from the Allison H 40/50 EP system. This
parameter may also be used in the calculation of transmission input torque.

The engine retarder torque shall be compensated by the factors such as temperature and accurately
conveyed via the ‘Actual retarder – percent torque’ parameter in the ERC1 message with the accuracy of
+/- 10% full-scale torque.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 115 of 171
7.9. PGN 61441 – ELECTRONIC BRAKE CONTROLLER #1: EBC1
SAE Excerpt:
Broadcast Rate 100 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 240
PDU Specific 1
Default Priority 6
Parameter Group Number 61,441 (00F00116)

Allison H 40/50 EP Implementation: This message is received from Source Address 0B16 (Brakes –
System Controller) only. This message received from any other source address will be ignored. The
following table shows in bold font the parameters within this message that are supported by the Allison H
40/50 EP system. Subsequent subparagraphs within this section provide more detail for each of the
supported parameters and the respective Allison H 40/50 EP Implementation. Unsupported and
undefined parameters in the table below will be ignored upon reception.

EBC1 TO Rate PGN Source Destination

(8 byte message) 300 100 ms F001 0B NA
Message Layout: Parameters SPN Offset Length SORP Notation
ASR engine control active 561 1.1 2 bits CY03 Engr use
ASR brake control active 562 1.3 2 bits
Anti-lock braking (ABS) active 563 1.5 2 bits CY03 See section
EBS brake switch 1121 1.7 2 bits
Brake pedal position 521 2 1 byte
ABS off-road switch 575 3.1 2 bits
ASR off-road switch 576 3.3 2 bits
ASR “hill-holder” switch 577 3.5 2 bits
Traction control override switch 1238 3.7 2 bits
Accelerator interlock switch 972 4.1 2 bits
Engine derate switch 971 4.3 2 bits
Engine auxiliary shutdown switch 970 4.5 2 bits
Remote accelerator enable switch 969 4.7 2 bits
Engine retarder selection 973 5 1 byte
ABS fully operational 1243 6.1 2 bits
EBS red warning signal 1439 6.3 2 bits
ABS/EBS amber warning signal (powered vehicle) 1438 6.5 2 bits
ATC/ASR information signal 1793 6.7 2 bits
Source address of controlling device for brake 1481 7 1 byte
control
Railroad Mode Switch 7941 8.1 2 bits
Halt brake switch 2911 8.3 2 bits
Trailer ABS status 1836 8.5 2 bits
Tractor-mounted trailer ABS warning signal 1792 8.7 2 bits

This message is required and is used as a 'heart-beat' for the ABS/ATC controller by the Allison H 40/50
EP system.

The engine shall not respond to the EBC1 message indication of an Anti-Slip Reduction/Traction control
event unless the TSC1 message is not available from the Allison H 40/50 EP controller or this TSC1
message contains an ‘Override Control Mode’ of ‘Override Disabled’

The engine retarder shall not respond to the EBC1 message indication of an anti-lock braking event
unless the TSC1 message is not available from the Allison H 40/50 EP controller or this TSC1 message
contains an ‘Override Control Mode’ of ‘Override Disabled’.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 116 of 171
 7.9.1. ASR ENGINE CONTROL ACTIVE [SPN 561]
SAE Excerpt: State signal which indicates that the ASR engine control has been commanded to be
active. Active means that ASR actually tries to control the engine. This state signal is independent of
other control commands to the engine (e.g., from the transmission) which may have higher priority.
002 ASR engine control passive but installed
012 ASR engine control active
102 Reserved
112 Not available
Allison H 40/50 EP Implementation: This data is utilized only by the Allison Transmission service tools
for troubleshooting.

7.9.2. ANTI-LOCK BRAKING (ABS) ACTIVE [SPN 563]

SAE Excerpt: State signal which indicates that the ABS is active. The signal is set active when wheel
brake pressure actually starts to be modulated by ABS and is reset to passive when all wheels are in a
stable condition for a certain time. The signal can also be set active when driven wheels are in high slip
(e.g., caused by retarder).
002 ABS passive but installed
012 ABS active
102 Reserved
112 Not available
Allison H 40/50 EP Implementation: This data is used in parallel with a TSC1 torque reduction from the
ABS controller to reduce regenerative braking during an ABS event.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 117 of 171
7.10. PGN 61443 – ELECTRONIC ENGINE CONTROLLER #2: EEC2

SAE Excerpt:
Broadcast Rate 50 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 240
PDU Specific 3
Default Priority 3
Parameter Group Number 61,443 (00F00316)

Allison H 40/50 EP Implementation: This message is received from either Source Address 0016 (Engine
#1), Source Address 0116 (Engine #2), or Source Address 3D16 (Exhaust Emission Controller) only and
not simultaneously from a combination of the three. Which Source Address is utilized in a given
application shall be coordinated with an Allison representative to ensure compatible
programming/calibration of the Allison H 40/50 EP system. This message received from any other source
address will be ignored. The following table shows in bold font the parameters within this message that
are supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide
more detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be ignored upon reception.

EEC2 TO Rate PGN Source Destination

(8 byte message) 150 ms 50 ms F003 00, 01 NA
or
3D
Message Layout: Parameters SPN Offset Length SORP Notation
Accelerator pedal 1 low idle switch 558 1.1 2 bits
Accelerator pedal kickdown switch 559 1.3 2 bits
Road speed limit status 1437 1.5 2 bits
Accelerator pedal 2 low idle switch 2970 1.7 2 bits
Accelerator pedal position 1 91 2 1 byte
Engine percent load at current speed 92 3 1 byte CY07 See section
Remote accelerator pedal position 974 4 1 byte
Accelerator pedal position 2 29 5 1 byte
Vehicle acceleration rate limit status 2979 6.1 2 bits
Momentary engine maximum power enable feedback 5021 6.3 2 bits
DPF Thermal Management Active 5399 6.5 2 bits CY10 See section
SCR Thermal Management Active 5400 6.7 2 bits CY10 See section
Actual maximum available engine – percent torque 3357 7 1 byte
Estimated Pumping – Percent Torque 5398 8 1 byte

7.10.1. ENGINE PERCENT LOAD AT CURRENT SPEED [SPN 92]

SAE Excerpt: The ratio of actual engine percent torque (indicated) to maximum indicated torque
available at the current engine speed, clipped to zero torque during engine braking.
Data Length: 1 byte
Resolution: 1%/bit, 0 offset
Data Range: 0 to 250%
Operating Range: 0 to 125%
Allison H 40/50 EP Implementation: Although this parameter can be processed by the Allison H 40/50
EP system, currently it is simply monitored for viewing and data collection/informational purposes. It is not
used by the control system.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 118 of 171
7.10.2. DPF THERMAL MANAGEMENT ACTIVE [SPN 5399]
SAE Excerpt: Indicates that the exhaust temperatures have been elevated for regeneration of the diesel
particulate filter aftertreatment system or in preparation of regeneration of the diesel particulate
aftertreatment system.
002 DPF Thermal Management is not active
012 DPF Thermal Management is active
102 Reserved
112 Don't care
Allison H 40/50 EP Implementation: This signal is used by the control system to determine if
aftertreatment-related thermal management is active.

7.10.3. SCR THERMAL MANAGEMENT ACTIVE [SPN 5400]

SAE Excerpt: Indicates that the exhaust temperatures have been elevated for regeneration of the SCR
aftertreatment system or in preparation of regeneration of the SCR aftertreatment system.
002 SCR Thermal Management is not active
012 SCR Thermal Management is active
102 Reserved
112 Don't care
Allison H 40/50 EP Implementation: This signal is used by the control system to determine if
aftertreatment-related thermal management is active.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 119 of 171
7.11. PGN 61444 – ELECTRONIC ENGINE CONTROLLER #1: EEC1
SAE Excerpt:
Broadcast Rate Engine speed dependent [see Allison H 40/50 EP implementation below]
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 240
PDU Specific 4
Default Priority 3
Parameter Group Number 61,444 (00F00416)

Allison H 40/50 EP Implementation: This message is received from Source Address 0016 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

EEC1 TO Rate PGN Source Destination

*
(8 byte message) 60 ms 20 ms F004 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine torque mode 899 1.1 4 bits CY03 See section
Actual engine - percent torque (Fractional) 4154 1.5 4 bits CY11 See section
Driver's demand engine - percent torque 512 2 1 byte
Actual engine - percent torque 513 3 1 byte CY03 See section
Engine speed 190 4-5 2 bytes CY03 See section
Source address of controlling device for engine 1483 6 1 byte
control
Engine starter mode 1675 7.1 4 bits
Undefined 7.5 4 bits
Engine demand – percent torque 2432 8 1 byte

The support of this message by the engine is required. This message is processed at a constant rate of
20 ms by the Allison H 40/50 EP system and is used as engine ‘heart-beat’. It is expected that engine will
transmit this message at a constant rate of 20 ms or no slower than 30 ms.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 120 of 171
 7.11.1. ENGINE TORQUE MODE [SPN 899]
SAE Excerpt: State signal which indicates which engine or retarder torque mode is currently generating,
limiting, or controlling the engine torque. Note that the modes are not in prioritized order. Not all modes
may be relevant for a given device. Some devices may not implement all functions.

Bit State Engine/Retarder Torque Mode

00002 Low idle governor/no request (default mode)

00012 Accelerator Pedal/operator selection
00102 Cruise control
00112 PTO governor
01002 Road speed governor
01012 ASR control
01102 Transmission control
01112 ABS control
10002 Torque limiting
10012 High speed governor
10102 Braking system
10112 Remote accelerator
11002 Not defined
11012 Not defined
11102 Other
11112 Not Available

Engine/Retarder Torque Mode Support Requirements

Mode 00002 means “No request”: engine torque may range from 0 to full load only due to low idle
governor output.

Modes 00012 to 11102 indicate that there is either a torque request or the identified function is currently
controlling the engine: engine torque may range from 0 (no fueling) to the upper limit.

Allison H 40/50 EP Implementation: This parameter is utilized as feedback information as to whether

the engine is being controlled via the TSC1 command from the Allison H 40/50 EP system or is being
controlled via another source or function. This parameter is also used as secondary feedback information
as to whether the engine retarder is being activated via the TSC1 command from the Allison H 40/50 EP
system when the primary feedback of the ERC1 message is not received or unavailable. Therefore, the
engine retarder controller shall set this parameter to 'Braking system' whenever the engine retarder is
activated by the engine retarder controller.

7.11.2. ACTUAL ENGINE – PERCENT TORQUE (FRACTIONAL) [SPN 4154]

SAE Excerpt: The calculated output torque of the engine. The data is transmitted in indicated torque as
a percent of reference engine torque (see the engine configuration message, PGN 65251). The engine
percent torque value will not be less than zero and it includes the torque developed in the cylinders
required to overcome friction.

Data Length: 4 bits

Resolution: 0.125 %/bit, 0 offset
Data Range: 0 to 0.875 %

Allison H 40/50 EP Implementation: This parameter is used in the calculation of transmission input
torque. This parameter is critical to the operation of the Allison H 40/50 EP system and is expected to
have an accuracy of +/-5% full-scale torque under all possible engine operating conditions (e.g., speed,
torque, temperature, pressure, altitude, etc.).

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 121 of 171
 7.11.3. ACTUAL ENGINE – PERCENT TORQUE [SPN 513]
SAE Excerpt: The calculated output torque of the engine. The data is transmitted in indicated torque as
a percent of reference engine torque (see the engine configuration message, PGN 65251). The engine
percent torque value will not be less than zero and it includes the torque developed in the cylinders
required to overcome friction.

Data Length: 1 byte

Resolution: 1%/ bit, -125% offset
Data Range: -125% to +125%
Operating Range: 0% to +125%

Allison H 40/50 EP Implementation: This parameter is used in the calculation of transmission input
torque. This parameter is critical to the operation of the Allison H 40/50 EP system and is expected to
have an accuracy of +/-5% full-scale torque under all possible engine operating conditions (e.g., speed,
torque, temperature, pressure, altitude, etc.).

7.11.4. ENGINE SPEED [SPN 190]

SAE Excerpt: Actual engine speed which is calculated over a minimum crankshaft angle of 720 degrees
divided by the number of cylinders.

Data Length: 2 bytes

Resolution: 0.125 rpm/bit gain, 0 rpm offset
Data Range: 0 to 8,031.875 rpm

Allison H 40/50 EP Implementation: This parameter is used for verification of transmission input speed
calculations and diagnosis of faults.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 122 of 171
7.12. PGN 64712 – ELECTRONIC ENGINE CONTROLLER #13: EEC13
SAE Excerpt:
Transmission Repetition Rate: 1 s or on change
Data Length: 8 bytes
Extended Data Page: 0
Data Page: 0
PDU Format: 252
PDU Specific: 200
Default Priority: 6
Parameter Group Number: 64,712 (00FCC816)

Allison H 40/50 EP Implementation: This message is received from Source Address 00 16 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

EEC13 TO Rate PGN Source Destination

(8 byte message) 3s 1s FCC8 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Feedback Engine Fueling State 5794 1.1 2 bits CY16 See section
Engine Fueling Inhibit Allowed 5795 1.3 2 bits CY16 See section
Engine Fueling Inhibit Prevented Reason 5866 1.5 4 bits CY16 See section
Source Address of Controlling Device for Fueling State 6307 2 8 bits
Engine Dual Fuel Mode 6791 3.1 2 bits
Engine Gas Substitution Fuel Percentage 6333 4 8 bits
Engine Fueling Inhibit Request Count 6896 5.1 4 bits
Engine Fueling Desired Request Count 6897 5.5 4 bits

7.12.1. FEEDBACK ENGINE FUELING STATE [SPN 5794]

SAE Excerpt: This parameter provides feedback to the network that SPN 5793 Desired Engine Fueling
State was honored. SPN 5795 Engine Fueling Inhibit Allowed indicates the engine’s current ability to
honor requests via SPN 5793 Desired Engine Fueling State.

00 = Fueling is or will be inhibited (SPN 5793 Desired Engine Fueling State = 00 from at least one
network device and all other network devices have SPN 5793 Desired Engine Fueling State equal to
something other than 01)
01 = Engine will be kept running (SPN 5793 Desired Engine Fueling State = 01 from at least one network
device)
10 = No active request per SPN 5793 Desired Engine Fueling State or SPN 5795 Engine Fueling Inhibit
Allowed = 00. When SPN 5795 = 00, then requests via SPN 5793 Desired Engine Fueling are ignored.
11 = Not Supported

Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP system to
manage temporary engine shutdown. This signal is used as feedback that the engine has inhibited fueling
based on the request from the Allison H 40/50 EP system. Fueling shall be inhibited before a shutdown
occurs.

This signal, in conjunction with ESR Desired Engine Fueling State (SPN 5793) and other signals in
EEC13, is used to replace use of EBC1 Engine Auxiliary Shutdown Switch (SPN 970).

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 123 of 171
 7.12.2. ENGINE FUELING INHIBIT ALLOWED [SPN 5795]
SAE Excerpt: This parameter is broadcast by the engine control system, and indicates to other devices
on the network whether or not it will respond to requests to inhibit engine fueling via SPN 5793 Desired
Engine Fueling State. With this information, devices that may wish to inhibit engine fueling at some time
in the future can know whether or not their request will be honored before they issue a request.

This parameter does not reflect the state of the engine controller due to requests received in SPN 5793
Desired Engine Fueling State.

This parameter is intended to be used in conjunction with SPN 5793 Desired Engine Fueling State and
SPN 5794 Feedback Engine Fueling State.

00 = Engine currently will not stop fueling in response to SPN 5793 Desired Engine Fueling State
01 = Engine will stop fueling in response to SPN 5793 Desired Engine Fueling State
10 = SAE Reserved
11 = Not Supported

Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP system to
manage temporary engine shutdown. This signal is used as feedback that the engine will allow a fuel
inhibit if requested.

This signal, in conjunction with ESR Desired Engine Fueling State (SPN 5793) and other signals in
EEC13, is used to replace use of EBC1 parameter ‘Engine Auxiliary Shutdown Switch’ (SPN 970).

7.12.3. ENGINE FUELING INHIBIT PREVENTED REASON [SPN 5866]

SAE Excerpt: If Engine Fueling Inhibit Allowed (SPN 5795) indicates that the engine will not inhibit
fueling, then this parameter will indicate the reason.

If more than one reason exists at the same time, then it is up to the manufacturer to decide which one to
select.

0 – Fueling inhibit allowed (SPN 5795 = 01)

1 – Aftertreatment regeneration is active or preparing to be active
2 – Oil Distribution in engine is incomplete
3 – Engine is cold
4 – Service Override
5 – Aftertreatment system is cold
6 – Aftertreatment Protection
7 – Engine load too high
8 – Engine protection. Use other engine protection enumerations in this parameter when applicable. If the
method of engine protection is not defined in other states, then use this state.
9 – Insufficient SLI battery charge
10 – Maximum number of engine fuelling inhibit requests (SPN 5793 = 0) temporary limit exceeded. The
temporary limit may be bounded by elapsed time, distance travelled, driving conditions, or something else
that the manufacturer has specified.
11 – Engine driven fan request
12 – Low idle governor operation required
13 to 14 – Reserved
15 – Not Supported

Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP system to
manage temporary engine shutdown. This signal is used as feedback for the reason that the engine will
not allow an inhibit.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 124 of 171
This signal, in conjunction with ESR ‘Desired Engine Fueling State’ (SPN 5793) and other signals in
EEC13, will be used in future software releases to replace use of EBC1 parameter ‘Engine Auxiliary
Shutdown Switch’ (SPN 970).

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 125 of 171
7.13. PGN 64892 – DIESEL PARTICULATE FILTER CONTROL #1: DPFC1
SAE Excerpt:
Repetition Rate Every 1 s and on change of state but no faster than every 100 ms.
Grandfathered definition for systems that implemented this message
prior to July, 2010: 1 sec or on change
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 253
PDU Specific 124
Default Priority 6
Parameter Group Number 64,892 (00FD7C16)

Allison H 40/50 EP Implementation: This message is received from either Source Address 0016 (Engine
#1), Source Address 0116 (Engine #2), or Source Address 3D16 (Exhaust Emission Controller) only and
not simultaneously from a combination of the three. Which Source Address is utilized in a given
application shall be coordinated with an Allison representative to ensure compatible
programming/calibration of the Allison H 40/50 EP system. This message received from any other source
address will be ignored. The following table shows in bold font the parameters within this message that
are supported by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide
more detail for each of the supported parameters and the respective Allison H 40/50 EP Implementation.
Unsupported and undefined parameters in the table below will be ignored upon reception.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 126 of 171
 DPFC1 (formerly PTC1) TO Rate PGN Source Destination
*
(8 byte message) 3s 1 s FD7C 00, 01 NA
or 3D
Message Layout: Parameters SPN Offset Length SORP Notation
Diesel particulate filter lamp command 3697 1.1 3 bits
Undefined 1.4 5 bits
Aftertreatment Diesel particulate filter passive
3699 2.1 2 bits CY07 See section
regeneration status
Aftertreatment Diesel particulate filter active
3700 2.3 2 bits CY07 See section
regeneration status
Aftertreatment Diesel particulate filter status 3701 2.5 3 bits CY07 See section
Undefined 2.8 1 bit
Diesel particulate filter active regeneration inhibited
3702 3.1 2 bits CY07 See section
status
Diesel particulate filter active regeneration inhibited due
3703 3.3 2 bits
to inhibit switch
Diesel particulate filter active regeneration inhibited due
3704 3.5 2 bits
to clutch disengaged
Diesel particulate filter active regeneration inhibited due
3705 3.7 2 bits
to service brake active
Diesel particulate filter active regeneration inhibited due
3706 4.1 2 bits
to PTO active
Diesel particulate filter active regeneration inhibited due
3707 4.3 2 bits
to accelerator pedal off idle
Diesel particulate filter active regeneration inhibited due
3708 4.5 2 bits
to out of neutral
Diesel particulate filter active regeneration inhibited due
3709 4.7 2 bits
to vehicle speed above allowed speed
Diesel particulate filter active regeneration inhibited due
3710 5.1 2 bits
to parking brake not set
Diesel particulate filter active regeneration inhibited due
3711 5.3 2 bits
to low exhaust gas temperature
Diesel particulate filter active regeneration inhibited due
3712 5.5 2 bits
to system fault active
Diesel particulate filter active regeneration inhibited due
3713 5.7 2 bits
to system timeout
Diesel particulate filter active regeneration inhibited due
3714 6.1 2 bits
to temporary system lockout
Diesel particulate filter active regeneration inhibited due
3715 6.3 2 bits
to permanent system lockout
Diesel particulate filter active regeneration inhibited due
3716 6.5 2 bits
to engine not warmed up
Diesel particulate filter active regeneration inhibited due
3717 6.7 2 bits
to vehicle speed below allowed speed
Diesel particulate filter automatic active regeneration
3718 7.1 2 bits
initiation configuration
Exhaust system high temperature lamp command 3698 7.3 3 bits
Diesel particulate filter active regeneration forced status 4175 7.6 3 bits
Hydorcarbon doser purging enable 5504 8.1 2 bits
Diesel particulate filter active regeneration inhibited due
5629 8.3 2 bits
to low exhaust pressure
Aftertreatment 1 Diesel particulate filter conditions not
3750 8.5 2 bits
meth for active regeneration
Undefined 8.7 2 bits

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 127 of 171
 7.13.1. AFTERTREATMENT DIESEL PARTICULATE FILTER PASSIVE REGENERATION STATUS
[SPN 3699]
SAE Excerpt: Indicates the state of diesel particulate filter passive regeneration.
002 Not active
012 Active
102 Reserved for SAE assignment
112 Not available

Allison H 40/50 EP Implementation: This message, sent by the engine and/or particulate trap
controller, is used to allow the Allison H 40/50 EP system to determine when the engine/filter is in various
states of particulate filter regeneration.

7.13.2. AFTERTREATMENT DIESEL PARTICULATE FILTER ACTIVE REGENERATION STATUS

[SPN 3700]
SAE Excerpt: Indicates the state of diesel particulate filter active regeneration.

002 Not active

012 Active
102 Regeneration needed - automatically initiated active regeneration imminent
112 Not available
Allison H 40/50 EP Implementation: This message, sent by the engine and/or particulate filter
controller, is used to allow the Allison H 40/50 EP system to determine when the engine/filter is in various
states of particulate filter regeneration.

7.13.3. AFTERTREATMENT DIESEL PARTICULATE FILTER STATUS [SPN 3701]

SAE Excerpt: Indicates the state of the diesel particulate filter regeneration need and urgency.
0002 Regeneration not needed
0012 Regeneration needed - lowest level
0102 Regeneration needed - moderate level
0112 Regeneration needed - highest level
1002 Reserved for SAE assignment
1012 Reserved for SAE assignment
1102 Reserved for SAE assignment
1112 Not available
Allison H 40/50 EP Implementation: This message, sent by the engine and/or particulate filter
controller, is used to allow the Allison H 40/50 EP system to determine when the engine/filter is in various
states of particulate filter regeneration.

7.13.4. DIESEL PATRICULATE FILTER ACTIVE REGENERATION INHIBITED STATUS [SPN 3702]
SAE Excerpt: Indicates the state of diesel particulate filter active regeneration inhibition.

002 Not inhibited

012 Inhibited
102 Reserved for SAE assignment
112 Not available

This parameter indicates the reason for the particulate filter regeneration not being initiated or being
exited prior to completion. When this state becomes active, the system will not initiate an active
regeneration or will exit an active regeneration.

Allison H 40/50 EP Implementation: This message sent by the engine and/or particulate filter controller
is used to allow the Allison H 40/50 EP system to determine when the engine/filter is in various states of
particulate filter regeneration.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 128 of 171
7.14. PGN 64912 – ADVERTISED ENGINE TORQUE CURVE: AETC ON REQUEST
SAE Excerpt: This message conveys the advertised torque curve for the engine, as typically seen on
specification sheets available from most engine manufacturers. The collection conditions for the data
conveyed are indicated by SPN 3558 – AETC Data Collection Standard.

This map does not contain dynamic elements, and does not change during engine operation. For engines
capable of dynamically switching between torque curves or ratings during operation, this map contains
values for the highest (most powerful) rating. This map is not intended for use in real time engine control,
but merely to indicate what engine rating is installed in the vehicle.

Data points on the curve are in order from left to right, and, at a minimum, must span from the lowest rpm
where peak torque can be produced to the high speed governor breakpoint. SPN 3559 – Number of
AETC Data Points indicates the number of data point pairs being sent. A minimum of 5 points must be
supported, with up to 15 available as needed to properly convey the shape of the torque curve. Speed
values need not be evenly incremented.

The pair of data points (a and b) are repeated in the PGN for the number of data points identified in byte
1.

See “Appendix D - PGN 64912” of the J1939-71 document for more information regarding the acceptable
values for the speed and torque values in this message.

Broadcast Rate On request

Data Length Variable [from 21 to 61 bytes]
Extended Data Page 0
Data Page 0
PDU Format 253
PDU Specific 144
Default Priority 6
Parameter Group Number 64,912 (00FD9016)

Allison H 40/50 EP Implementation: This message is expected to be sent by Source Address 0016
(Engine #1) in response to a request for the PGN from 0316 (Transmission #1) at startup for the purpose
of identification by the Allison H 40/50 EP software (for more information, refer to section 6.7 of this
document). This message received from any other source address will be ignored. Due to the size of the
message, the Allison H 40/50 EP system expects to receive the message using the TP.CM_BAM delivery
method (see section 7.7 of this document). The following table shows in bold font the parameters within
this message that are supported by the Allison H 40/50 EP system. Subsequent subparagraphs within
this section provide more detail for each of the supported parameters and the respective Allison H 40/50
EP Implementation. Unsupported and undefined parameters in the table below will be ignored upon
reception.

AETC on Request TO Rate PGN Source Destination

(variable, 21-61 byte message) 10 s OR FD90 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
AETC Data Collection Standard 3558 1.1 4 bits
Number of AETC data points 3559 1.5 4 bits CY09 Per J1939
*
AETC speed value 3560 a 2 bytes CY09 See section
*
AETC torque value 3561 b 2 bytes CY09 See section

The ‘Number of AETC data points’ value in this message indicates the number of speed/torque pairs to
expect in the message; the message shall contain at least 5 sets and no more than 15 sets. To calculate
* *
the appropriate value for the a & b offsets for each respective speed & torque value in the table above,
use these equations for set i (where i increments from 1 to the number of AETC data points):


th
the offset “a” position of the AETC speed value in the i pair of the message = ((i – 1) * 4) + 2

th
the offset “b” position of the AETC speed value in the i pair of the message = ((i – 1) * 4) + 4

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 129 of 171
If this message is requested during the compatibility system check at initialization, it indicates this is a
required system validation of the engine and the Allison H 40/50 EP system shall receive a response.
There are calibrations values for each expected significant byte in the actual message received for
comparison. Compatibility is granted only if each actual byte of the message matches the corresponding
expected calibration byte value. The PGN will be requested for 10 seconds at startup before timing out if
no response is provided. A timeout during the compatibility check will result in an invalid status for the
engine compatibility check.

7.14.1. NUMBER OF AETC DATA POINTS [SPN 3559]

SAE Excerpt: Indicates the number of speed/torque data points contained in the Advertised Engine
Torque Curve broadcast (AETC). A minimum of 5 points is required, with a maximum of 15 points
available as needed to accurately convey the curve.

Data Length: 4 bits

Resolution: 16 states/4 bit, 0 offset
Data Range: 0 to 15
Operational Range: 5 to 15 points

Allison H 40/50 EP Implementation: The Allison H 40/50 EP software expects a value within the
operational range, or the message is invalid resulting in an incompatible engine calibration. Furthermore,
it is expected that the size of the message will be consistent with the number of points indicated by this
parameter.

7.14.2. AETC SPEED VALUE [SPN 3560]

SAE Excerpt: Engine speed value of the data points in PGN 64912 – Advertised Engine Torque Curve
(AETC).

Data Length: 2 bytes

Resolution: 0.125 rpm/bit, 0 offset
Data Range: 0 to 8,031.875 rpm

Allison H 40/50 EP Implementation: Each expected calibration speed value in the Allison H 40/50 EP
software shall match the corresponding actual message speed value parameter received per the number
of data points.

7.14.3. AETC TORQUE VALUE [SPN 3561]

SAE Excerpt: Engine torque value of the data points in PGN 64912 – Advertised Engine Torque Curve
(AETC).

Data Length: 2 bytes

Resolution: 1 Nm/bit, 0 offset
Data Range: 0 to 64,255 Nm

Allison H 40/50 EP Implementation: Each expected calibration torque value in the Allison H 40/50 EP
software shall match the corresponding actual message torque value parameter received per the number
of data points.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 130 of 171
7.15. PGN 64964 – ELECTRONIC BRAKE CONTROLLER #5: EBC5 – TO
TRANSMISSION
SAE Excerpt:
Broadcast Rate 100 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 253
PDU Specific 196
Default Priority 6
Parameter Group Number 64,964 (00FDC416)

Allison H 40/50 EP Implementation: This message is transmitted from Source Address 2116 (Body
Control Module) and is received at the Destination Address 0316 (Transmission #1). The following table
shows the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Parameters not shown as supported in the table
below will be broadcast as all ones (1’s) to indicate ‘Not Available’.

EBC5 from Body Controller TO Rate PGN Source Destination

(8 byte message) 300 ms 100 ms FDC4 21 03
Message Layout: Parameters SPN Offset Length SORP Notation
Brake Temperature Warning 3839 1.1 2 bits
Halt brake mode 2913 1.3 3 bits CY16 See section
Hill holder mode 2912 1.6 3 bits CY16 See section
Foundation Brake Use 2919 2.1 2 bits CY16 See Section
XBR System State 2917 2.3 2 bits
XBR Active Control Mode 2918 2.5 4 bits
XBR Acceleration Limit 2921 3 1 byte
Parking Brake Actuator Fully Activated 5275 4.1 2 bits
Emergency Braking Active 5847 4.3 2 bits
Railroad Mode 7942 4.5 4 bits
Undefined 5-8 4 bytes

7.15.1. HALT BRAKE MODE [SPN 2913]

SAE Excerpt: Signal which indicates the current mode of the halt brake function.

0002 Inactive
0012 Active
0102 Active, but not functioning properly. (This mode may be used to warn the driver)
0112 - 1012 Not defined
1102 Halt brake not functional
1112 Not available

Allison H 40/50 EP Implementation: This signal provides feedback to the Allison H 40/50 EP control
system that the halt brake has been applied in response to the request sent Allison H 40/50 EP system
during Engine Start-Stop operation. After all other criteria are met; the Allison H 40/50 EP system waits
for this signal to become true before actively ramping the engine down. The Allison H 40/50 EP system
will only respond to “Active (001)” before shutting the engine down when all other criteria are met. If the
vehicle automatically applies the brakes during a stop, it shall be reflected in this parameter or the
‘Foundation Brake Use’ parameter (SPN 2919).

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 131 of 171
 7.15.2. HILL HOLDER MODE [SPN 2912]
SAE Excerpt: Signal which indicates the current mode of the hill holder function.

0002 Inactive
0012 Active
0102 Active, but will change to inactive in a short time. (This mode may be used to warn the
driver)
0112 Active, but may activate parking brake if needed
1002- 1012 Reserved
1102 Hill holder not functional
1112 Not available

Allison H 40/50 EP Implementation: This signal indicates that the vehicle service brakes have been
engaged by the driver for manual hill hold operation. Engine Start-Stop operation is disabled when the
driver is using hill hold or when it is automatically activated by the vehicle. This will keep creep torque
applied and minimizes delay when the operator lifts his foot off the brake. The vehicle or brake system
shall distinguish between hill hold or halt brake operation in its broadcast. If the default method of the
vehicle operation is to apply the brakes at each stop, but hill hold is indicated, Engine Start-Stop will not
function correctly.

7.15.3. FOUNDATION BRAKE USE [SPN 2919]

SAE Excerpt: This parameter indicates if the brake system presently uses the foundation brakes.

002 Foundation brakes not in use

012 Foundation brakes in use
102 Reserved
112 Not available

Allison H 40/50 EP Implementation: This parameter indicates if the brake system presently uses the
foundation brakes. This would include activation of the interlocks outside of Allison H40/50 EP system
requests (i.e. door interlock, wheel chair ramp interlock, etc.). Some vehicles back feed the driver circuit
with air pressure during interlock engagement; this may cause the Allison H 40/50 EP to incorrectly
interpret brake operation. The ‘Foundation Brake Use’ signal is used as feedback that the brake system is
currently engaged to help distinguish between a driver’s pedal activation and vehicle logic activation.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 132 of 171
7.16. PGN 65213 – FAN DRIVE #1: FD1 – FROM ENGINE
SAE Excerpt:
Broadcast Rate 1s
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 189
Default Priority 6
Parameter Group Number 65,213 (00FEBD16)

Allison H 40/50 EP Implementation: This message can be received from both Source Address 0016
(Engine #1) and Source Address 4E16 (Fan Drive Controller) simultaneously. This message sent from any
other source address will be ignored. This section discusses this PGN sent from the engine. The
following table shows in bold font the parameters within this message that are supported by the Allison H
40/50 EP system. Subsequent subparagraphs within this section provide more detail for each of the
supported parameters and the respective Allison H 40/50 EP Implementation. Unsupported and
undefined parameters in the table below will be ignored upon reception.

FD1 from Engine TO Rate PGN Source Destination

(8 byte message) 3s 1s FEBD 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Estimated percent fan speed 975 1 1 byte CY09 See section
Fan drive state 977 2.1 4 bits
Undefined 2.5 4 bits
Fan speed 1639 3-4 2 bytes
Hydraulic fan motor pressure 4211 5-6 2 bytes
Fan drive bypass command status 4212 7 1 byte
Undefined 8 1 byte

7.16.1. ENGINE FAN 1 ESTIMATED PERCENT FAN SPEED [SPN 975]

SAE Excerpt: Estimated fan speed as a ratio of the fan drive (current speed) to the fully engaged fan
drive (maximum fan speed). A two state fan (off/on) will use 0% and 100% respectively. A three state fan
(off/intermediate/on) will use 0%, 50% and 100% respectively. A variable speed fan will use 0% to 100%.
Multiple fan systems will use 0 to 100% to indicate the percent cooling capacity being provided.

Note that the intermediate fan speed of a three state fan will vary with different fan drives; therefore 50%
is being used to indicate that the intermediate speed is required from the fan drive.

Data Length: 1 byte

Resolution: 0.4 %/bit, 0 offset
Data Range: 0 to 100 %

Allison H 40/50 EP Implementation: This message is used by the Allison H 40/50 EP system controller
as feedback for control of a cooling fan via the CM1 message (PGN 57344). Reception of this message is
necessary for the Allison H 40/50 EP system to control the fan.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 133 of 171
7.17. PGN 65213 – FAN DRIVE #1: FD1 – FROM FAN DRIVE CONTROLLER
SAE Excerpt:
Broadcast Rate 1s
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 189
Default Priority 6
Parameter Group Number 65,213 (00FEBD16)

Allison H 40/50 EP Implementation: This message can be received from both Source Address 00 16
(Engine #1) and Source Address 4E16 (Fan Drive Controller) simultaneously. This message sent from any
other source address will be ignored. This section discusses this PGN sent from the fan drive
controller. The following table shows in bold font the parameters within this message that are supported
by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more detail for
each of the supported parameters and the respective Allison H 40/50 EP Implementation. Unsupported
and undefined parameters in the table below will be ignored upon reception.

FD1 from Fan Drive Controller TO Rate PGN Source Destination

(8 byte message) 3s 1s FEBD 4E NA
Message Layout: Parameters SPN Offset Length SORP Notation
Estimated percent fan speed 975 1 1 byte CY09 See section
Fan drive state 977 2.1 4 bits
Undefined 2.5 4 bits
Fan speed 1639 3-4 2 bytes
Hydraulic fan motor pressure 4211 5-6 2 bytes
Fan drive bypass command status 4212 7 1 byte
Undefined 8 1 byte

7.17.1. ESTIMATED PERCENT FAN SPEED [SPN 975]

SAE Excerpt: Estimated fan speed as a ratio of the fan drive (current speed) to the fully engaged fan
drive (maximum fan speed). A two state fan (off/on) will use 0% and 100% respectively. A three state fan
(off/intermediate/on) will use 0%, 50% and 100% respectively. A variable speed fan will use 0% to 100%.
Multiple fan systems will use 0 to 100% to indicate the percent cooling capacity being provided.

Note that the intermediate fan speed of a three state fan will vary with different fan drives; therefore 50%
is being used to indicate that the intermediate speed is required from the fan drive.

Data Length: 1 byte

Resolution: 0.4 %/bit, 0 offset
Data Range: 0 to 100 %

Allison H 40/50 EP Implementation: This message is used by the Allison H 40/50 EP system controller
as feedback for control of a cooling fan via the CM1 message (PGN 57344). Reception of this message is
necessary for the Allison H 40/50 EP system to control the fan.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 134 of 171
7.18. PGN 65226 – ACTIVE DIAGNOSTIC TROUBLE CODES: DM1 – FROM
ENGINE
SAE Excerpt: The information communicated is limited to the currently active diagnostic trouble codes
preceded by the diagnostic lamp status. Both are used to notify other components on the network of the
diagnostic condition of the transmitting electronic component. The data contains the lamp status and a list
of diagnostic codes and occurrence counts for currently active diagnostic trouble codes. This is all DTCs
including those that are emissions related.

The currently defined lamps (Malfunction Indicator Lamp, Red Stop Lamp, Amber Warning Lamp, and
Protect Lamp) are associated with DTCs. If the transmitting electronic component does not have active
DTCs, then the lamp status from that component will indicate that the lamps should be off. However, the
component controlling the actual lamp illumination must consider the status from all components that use
these lamps before changing the state of the lamps.

There may be applications that require additional lamp definitions to accomplish their function (e.g. a
lamp that indicates when cruise control is actively controlling would require a separate lamp in another
PG).

(See J1939-73 for specific examples of this message.)

J1939-73 Reference ................... 5.7.1

Broadcast Rate .......................... A DM1 message shall be transmitted, regardless of the presence or
absence of any DTC, once every second and on state change. To
prevent a high message rate due to intermittent faults that have a very
high frequency, it is recommended that no more than one state change
per DTC per second be transmitted. For example, if a fault has been
active for 1 second or longer, and then becomes inactive, a DM1
message shall be transmitted to reflect this state change. If a different
DTC changes state within the 1 second update period, a new DM1
message is transmitted to reflect this new DTC.

................................................... Thus a DTC that becomes active/inactive twice within a 1 second

interval, such as shown in Example Case 1, would have one message
identifying the DTC becoming active, and one at the next periodic
transmission identifying it being inactive. This message shall be sent
every second or in response to a request. Note that this Parameter
Group will require using the “Multipacket Transport” Parameter Group
(reference SAE J1939-21) when more than one active DTC exists.

DM1 shall be broadcast at 1.0 Hz Rate, even when there are no

active faults. This permits instrumentation to detect the loss of the lamp
information and take appropriate action. For example, MIL Status Signal
as required by OBD, and illuminate the MIL without querying providers.
Data Length ................................ Variable (When there is only one DTC to report then unused bytes 7 and
8 of the CAN frame shall be set to 255 (as per J1939-21)).
Data Page .................................. 0
PDU Format ............................... 254
PDU Specific .............................. 202
Default Priority ............................ 6
Parameter Group Number.......... 65,226 (00FECA16)

Allison H 40/50 EP Implementation: This message is received from Source Address 0016 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 135 of 171
 DM1 from Engine TO Rate PGN Source Destination
(variable, 8-26 byte message) NA (1 s) FECA 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Protect lamp 987 1.1 2 bits CY03 See section
Amber warning lamp 624 1.3 2 bits CY03 See section
Red stop lamp 623 1.5 2 bits CY03 See section
Malfunction indicator lamp 1213 1.7 2 bits
Flash protect lamp 3041 2.1 2 bits
Flash amber warning lamp (AWL) 3040 2.3 2 bits
Flash red stop lamp (RSL) 3039 2.5 2 bits
Flash malfunction indicator lamp (MIL) 3038 2.7 2 bits
Suspect parameter number (SPN) 1215 3-4, 5.6 19 bits CY14 See section
Failure mode indicator (FMI) 1215 5.1 5 bits CY14 See section
Occurrence count (OC) 1216 6.1 7 bits
SPN conversion method (CM) 1706 6.8 1 bit
Undefined 7-8 2 bytes

It is preferred that the DM1 message is transmitted whenever a DTC becomes an active fault, with all
provisions defined by J1939-73 to prevent a high message rate due to intermittent faults, and at a normal
update rate of only once per second thereafter. However, because of simplicity, deterministic nature, and
reduced J1939 data link bus loading, it is acceptable that the DM1 message is transmitted at a fixed
normal rate of once per second, assuming that the DM1 message time delay of one second (worst case)
in responding to engine active faults is satisfactory.

If a single DTC fault is active, then the DM1 message shall be transmitted as a single frame DM1
message. However, if multiple DTC faults are active, then the multi-packet transport protocol shall be
used to transmit the messages. Refer to J1939-21 for the complete multi-packet transport protocol
message format. The multi-packet message shall be initiated with the transmittal of a Broadcast
Announce Message (TP.CM_BAM) followed by multiple Data Transfer Messages (TP.DT). Refer to the
sections within this document on the reception of the TP.CM_BAM message (PGN 60416) and the
reception of the TP.DT message (PGN 60160) for details of the Allison H 40/50 EP system support of the
transport protocol reception. The specific transmit rate defined for the TP.DT messages shall be adhered
to by the transmitting controller. Note, from SAE J1939-73 Section 5.7.1, that the lamp status byte shall
only be transmitted once when multiple DTC faults are active followed by repetitions of the remaining
parameters so that the multi-packet data will look like: LAMP STATUS, DTC1 (SPN, FMI, OC, CM),
DTC2 (SPN, FMI, OC, CM)…

The clearing of faults shall be reported via the following methods:

1) If, at any time, one or more active faults transition so that there are zero active faults, the ‘All Clear’
message shall be broadcast one time upon occurrence.
2) If more than one fault is active and one of the active faults transitions to inactive, then the one or
more remaining active faults shall be broadcast (either by a single frame DM1 message or by the
multi-packet transport protocol as is appropriate). Note that if there were two active faults being
broadcast using the multi-packet transport protocol and one fault transitioned to inactive, then the
next message will be a single frame DM1 message containing a single fault indication.

Allison H 40/50 EP Implementation: The maximum number of active DTCs the Allison H40/50 EP
software can receive from the engine via transport protocol is limited to six (6). The input message buffer
for this PGN has a limit of 26 bytes, so any bytes received in the message beyond that limit are
discarded.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 136 of 171
 7.18.1. PROTECT LAMP [SPN 987]
SAE Excerpt: This lamp is used to relay trouble code information that is reporting a problem with a
vehicle system that is most probably not electronic subsystem related. Also see “Table 5: Lamp
Command and Lamp flash dependency definition” [in Section 5.7.1.1 of the J1939-73 document] for the
specified operation of the applicable lamp and flash SPNs.

002 Off
012 On

Allison H 40/50 EP Implementation: The reception of ‘On’ will log a fault code within the Allison H 40/50
EP system to direct service personnel to correct a problem within the engine subsystem. The Allison H
40/50 EP system may degrade vehicle performance based on this parameter.

7.18.2. AMBER WARNING LAMP [SPN 624]

SAE Excerpt: This lamp is used to relay trouble code information that is reporting a problem with the
vehicle system but the vehicle need not be immediately stopped. Also see “Table 5: Lamp Command and
Lamp flash dependency definition” [in Section 5.7.1.1 of the J1939-73 document] for the specified
operation of the applicable lamp and flash SPNs.

002 Off
012 On

Allison H 40/50 EP Implementation: The reception of ‘On’ will log a fault code within the Allison H 40/50
EP system to direct service personnel to correct a problem within the engine subsystem. The Allison H
40/50 EP system may degrade vehicle performance based on this parameter.

7.18.3. RED STOP LAMP [SPN 623]

SAE Excerpt: This lamp is used to relay trouble code information that is of a severe enough conditions
that it warrants stopping the vehicle. Also see “Table 5: Lamp Command and Lamp flash dependency
definition” [in Section 5.7.1.1 of the J1939-73 document] for the specified operation of the applicable lamp
and flash SPNs.

002 Off
012 On

Allison H 40/50 EP Implementation: The reception of ‘On’ will log a fault code within the Allison H 40/50
EP system to direct service personnel to correct a problem within the engine subsystem. The Allison H
40/50 EP system may degrade vehicle performance based on this parameter.

7.18.4. SUSPECT PARAMETER NUMBER [SPN 1214]

SAE Excerpt: This 19-bit number is used to identify the item for which diagnostics are being reported.
The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a
least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have
hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or
condition that will be reported; and 4. to report a component and non-standard failure mode. SPNs are
assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics
but are not a parameter in a Parameter Group. SPNs are independent of the source address for the
message. However, the source address may be necessary to determine which controller on the network
performed the diagnosis.

Data Length: 19 bits

Resolution: 1 SPN/bit
Data Range: 0 to 524,287

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 137 of 171
Allison H 40/50 EP Implementation: The Allison H 40/50 EP system receives this signal as part of the
implementation of PGN 64706 Hybrid System Status 1 (HSS1), SPN 6810 Hybrid System OBD Related
DTC.

7.18.5. FAILURE MODE IDENTIFIER [SPN 1215]

SAE Excerpt: The FMI defines the type of failure detected in the subsystem identified by an SPN. Note
that the failure may not be an electrical failure but may instead be a subsystem failure or condition
needing to be reported to the service technician and maybe also to the operator. Conditions can include
system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and
Occurrence Count fields combine to form a given diagnostic trouble code.

Data Length: 5 bits

Resolution: 1 FMI/bit
Data Range: 0 to 31

Allison H 40/50 EP Implementation: The Allison H 40/50 EP system receives this signal as part of the
implementation of PGN 64706 Hybrid System Status 1 (HSS1), SPN 6810 Hybrid System OBD Related
DTC.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 138 of 171
7.19. PGN 65247 – ELECTRONIC ENGINE CONTROLLER #3: EEC3

SAE Excerpt:
Broadcast Rate 250 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 223
Default Priority 6
Parameter Group Number 65,247 (00FEDF16)

Allison H 40/50 EP Implementation: This message is received from Source Address 0016 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

EEC3 TO Rate PGN Source Destination

(8 byte message) 750 ms 250 ms FEDF 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
CY03 Engr use
Nominal friction - percent torque 514 1 1 byte
CY07 See section
Engine's desired operating speed 515 2-3 2 bytes CY07 Engr use
Engine's desired operating speed asymmetry 519 4 1 byte
adjustment
Estimated engine parasitic losses - percent torque 2978 5 1 byte CY09 See section
Aftertreatment 1 exhaust gas mass flow 3236 6-7 2 bytes
Aftertreatment 1 intake dew point 3237 8.1 2 bits
Aftertreatment 1 exhaust dew point 3238 8.3 2 bits
Aftertreatment 2 intake dew point 3239 8.5 2 bits
Aftertreatment 2 exhaust dew point 3240 8.7 2 bits

7.19.1. NOMINAL FRICTION – PERCENT TORQUE [SPN 514]

SAE Excerpt: The calculated torque that indicates the amount of torque required by the basic engine
itself added by the loss torque of accessories. It contains the frictional and thermodynamic loss of the
engine itself, pumping torque loss (SPN 5398), and the losses of fuel, oil and cooling pumps. The data is
transmitted in indicated torque as a percent of reference engine torque (see the engine configuration
message, PGN 65251) [section 7.20.1].
The realization can be done by a map dependent on engine speed and engine temperature and an offset
value for additional loss torques.
See SPN 2978 for an indicator that describes the possible inclusion of engine parasitic losses such as
cooling fan, etc. in this parameter value.

Data Length: 1 byte

Resolution: 1%/bit, -125% offset
Data Range: -125% to +125%
Allison H 40/50 EP Implementation: This parameter is used for system torque calculations of the Allison
H 40/50 EP system. Also, this parameter may be used by the service tool for engineering evaluation of
the engine performance. The engine shall, under all possible engine operating conditions (e.g., speed,
torque, temperature, pressure, altitude, etc.), ensure the accuracy of the ‘Nominal Friction – Percent
Torque’ parameter in this message.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 139 of 171
 7.19.2. ENGINE’S DESIRED OPERATING SPEED [SPN 515]
SAE Excerpt: An indication by the engine of the optimal operating speed of the engine for the current
existing conditions. These conditions may include the torque generated to accommodate powertrain
demands from the operator (via the accelerator pedal), cruise control, road speed limit governors, or ASR.
Dynamic commands from functions such as smoke control or shift control are excluded from this
calculation.

Data Length: 2 bytes

Resolution: 0.125 rpm/bit, 0 offset
Data Range: 0 to 8,031.875 rpm
Operational Range: upper byte resolution = 32 rpm/bit
Allison H 40/50 EP Implementation: This parameter may be used by the Allison Transmission service
tool for engineering evaluation of the engine performance.

7.19.3. ESTIMATED ENGINE PARASITIC LOSSES – PERCENT TORQUE [SPN 2978]

SAE Excerpt: The calculated torque that indicates the estimated amount of torque loss due to engine
parasitics, such as cooling fan, air compressor, air conditioning, etc. It is expressed as a percent of
Engine Reference Torque.

When the data value of this parameter is equal to FB16 it means that all parasitic losses calculated by the
engine are included in the Engine's Nominal Friction Percent Torque (SPN 514).

Data Length: 1 byte

Resolution: 1 %/bit, -125 % offset
Data Range: -125 to 125 %
Operational Range: 0 to 125%

Allison H 40/50 EP Implementation: The Allison H 40/50 EP system controller uses this parameter for
recognizing large shifts in engine friction due to DPF regeneration events in particular engines. The
Allison H 40/50 EP controller may adjust the torque request to the engine based on this parameter. The
use of the parameter is limited to certain ranges of engine speed in which problems have been
encountered.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 140 of 171
7.20. PGN 65251 – ENGINE CONFIGURATION 1: EC1

SAE Excerpt: This map describes the stationary behavior of the engine and the speed dependent
available indicated torque. This map should reflect the effect of changes due to barometric pressure,
engine temperature, and any other stationary changes (sensor failures, etc.) which influence the engine
torque curve more than 10%. This map is only valid for maximum boost pressure. At low boost pressures
the torque limit may be much lower.

The engine configuration message must be sent at any time that the engine configuration map has
changed by more than 10% of speed or torque (due to events other than boost pressure) since that last
time the message was transmitted. As an alternative, it may be sent periodically, once every 5 s. It shall
also be sent on response to a configuration request message.

Broadcast Rate: Every 5 s and on change of torque/speed points of more than 10% since
last transmission but no faster than every 500 ms
Data Length 39 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 227
Default Priority 6
Parameter Group Number 65,251 (00FEE316)

Allison H 40/50 EP Implementation: This message is received from Source Address 0016 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 141 of 171
 EC1 TO Rate PGN Source Destination
*
(39 byte message) 7s 5 s FEE3 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine speed at idle, point 1 188 1-2 2 bytes CY07 Per J1939
Engine percent torque at idle, point 1 539 3 1 byte CY07 Per J1939
Engine speed at point 2 528 4-5 2 bytes CY07 Per J1939
Engine percent torque at point 2 540 6 1 byte CY07 Per J1939
Engine speed at point 3 529 7-8 2 bytes CY07 Per J1939
Engine percent torque at point 3 541 9 1 byte CY07 Per J1939
Engine speed at point 4 530 10-11 2 bytes CY07 Per J1939
Engine percent torque at point 4 542 12 1 byte CY07 Per J1939
Engine speed at point 5 531 13-14 2 bytes CY07 Per J1939
Engine percent torque at point 5 543 15 1 byte CY07 Per J1939
Engine speed at high idle, point 6 532 16-17 2 bytes CY07 Per J1939
Engine gain (kp) of the endspeed governor 545 18-19 2 bytes
Engine reference torque 544 20-21 2 bytes CY03 See section
Engine maximum momentary override speed, point 7 533 22-23 2 bytes
Engine maximum momentary override time limit 534 24 1 byte
Engine requested speed control range lower limit 535 25 1 byte
Engine requested speed control range upper limit 536 26 1 byte
Engine requested torque control range lower limit 537 27 1 byte
Engine requested torque control range upper limit 538 28 1 byte
Engine extended range requested speed control range
1712 29-30 2 bytes
upper limit
Engine moment of inertia 1794 31-32 2 bytes
Engine default torque limit 1846 33-34 2 bytes
Support variable rate TSC1 message 3344 35 8 bits
Support TSC1 control purpose group 1 3345 36 8 bits
Support TSC1 control purpose group 2 3346 37 8 bits
Support TSC1 control purpose group 3 3347 38 8 bits
Support TSC1 control purpose group 4 3348 39 8 bits

This message is longer than 8-bytes. Therefore, the multi-packet transport protocol shall be used to
transmit this message (refer to section 7.7 of this document for details regarding the TP.CM_BAM
reception).

7.20.1. ENGINE SPEED AT IDLE, POINT 1 [SPN 188]

SAE Excerpt: Stationary low idle speed of engine which includes influences due to engine temperature
(after power up) and other stationary changes (calibration offsets, sensor failures, etc.). This parameter is
point 1 of the engine configuration map (see PGN 65251).

Data Length: 2 bytes

Resolution: 0.125 rpm per bit
Data Range: 0 to 8,031.875 rpm

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 142 of 171
 7.20.2. ENGINE PERCENT TORQUE AT IDLE, POINT 1 [SPN 539]
SAE Excerpt: The torque limit that indicates the available engine torque which can be provided by the
engine at idle speed. This parameter may be influenced by engine temperature (after power up) and other
stationary changes (calibration offsets, sensor failures, etc.). See also SPN 188. The data is transmitted
in indicated torque as a percent of the reference engine torque.

Data Length: 1 byte

Resolution: 1 %/bit
Data Range: -125 to 125 %
Operational Range: 0 to 125%

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

7.20.3. ENGINE SPEED AT POINT 2 [SPN 528]

SAE Excerpt: Engine speed of point 2 of the engine torque map (see PGN 65251 and supporting
document). In engine configuration mode 1 and 3, point 2 is defined as the kick-in point from which torque
is reduced to zero. In mode 2 (see Table PGN65251_A), there are no special requirements for the
definition of this point.

Data Length: 2 bytes

Resolution: 0.125 rpm per bit
Data Range: 0 to 8,031.875 rpm

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

7.20.4. ENGINE PERCENT TORQUE AT POINT 2 [SPN 540]

SAE Excerpt: The torque limit that indicates the available engine torque which can be provided by the
engine at point 2 of the engine map (see PGN 65251 and supporting documents). In engine configuration
mode 1 and 3 (see Table PGN65251_A, see PGN 65251 [SAE J1939-73]), point 2 is defined as the kick-
in point from which torque is reduced to zero. In mode 2, there are no special requirements for the
definition of this point. The data is transmitted in indicated torque as a percent of the reference engine
torque.

Data Length: 1 byte

Resolution: 1 %/bit
Data Range: -125 to 125 %
Operational Range: 0 to 125%

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

7.20.5. ENGINE SPEED AT POINT 3 [SPN 529]

SAE Excerpt: Engine speed of point 3, 4, and 5 of the engine torque map (see PGN 65251 and
supporting document). It is recommended that one of these points indicate the peak torque point for the
current engine torque map. Points 3, 4, and 5 are optional and lie between idle and point 2.

Data Length: 2 bytes

Resolution: 0.125 rpm per bit
Data Range: 0 to 8,031.875 rpm

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 143 of 171
 7.20.6. ENGINE PERCENT TORQUE AT POINT 3 [SPN 541]
SAE Excerpt: The torque limit that indicates the available engine torque which can be provided by the
engine at point 3, 4, and 5 of the engine map (see PGN 65251 and supporting documents). It is required
that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and
5 lie between idle and point 2. The data is transmitted in indicated torque as a percent of the reference
engine torque.

Data Length: 1 byte

Resolution: 1 %/bit
Data Range: -125 to 125 %
Operational Range: 0 to 125%

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

7.20.7. ENGINE SPEED AT POINT 4 [SPN 530]

SAE Excerpt: Engine speed of point 3, 4, and 5 of the engine torque map (see PGN 65251 and
supporting document). It is recommended that one of these points indicate the peak torque point for the
current engine torque map. Points 3, 4, and 5 are optional and lie between idle and point 2.

Data Length: 2 bytes

Resolution: 0.125 rpm per bit
Data Range: 0 to 8,031.875 rpm

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

7.20.8. ENGINE PERCENT TORQUE AT POINT 4 [SPN 542]

SAE Excerpt: The torque limit that indicates the available engine torque which can be provided by the
engine at point 3, 4, and 5 of the engine map (see PGN 65251 and supporting documents). It is required
that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and
5 lie between idle and point 2. The data is transmitted in indicated torque as a percent of the reference
engine torque.

Data Length: 1 byte

Resolution: 1 %/bit
Data Range: -125 to 125 %
Operational Range: 0 to 125%

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

7.20.9. ENGINE SPEED AT POINT 5 [SPN 531]

SAE Excerpt: Engine speed of point 3, 4, and 5 of the engine torque map (see PGN 65251 and
supporting document). It is recommended that one of these points indicate the peak torque point for the
current engine torque map. Points 3, 4, and 5 are optional and lie between idle and point 2.

Data Length: 2 bytes

Resolution: 0.125 rpm per bit
Data Range: 0 to 8,031.875 rpm

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 144 of 171
 7.20.10. ENGINE PERCENT TORQUE AT POINT 5 [SPN 543]
SAE Excerpt: The torque limit that indicates the available engine torque which can be provided by the
engine at point 3, 4, and 5 of the engine map (see PGN 65251 and supporting documents). It is required
that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and
5 lie between idle and point 2. The data is transmitted in indicated torque as a percent of the reference
engine torque.

Data Length: 1 byte

Resolution: 1 %/bit
Data Range: -125 to 125 %
Operational Range: 0 to 125%

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

7.20.11. ENGINE SPEED AT HIGH IDLE, POINT 6 [SPN 532]

SAE Excerpt: Engine speed of high idle (point 6) of the engine torque map (see PGN 65251 and
supporting document). In engine configuration mode 3 (see Figure PGN65251_C), point 6 is not defined
by the engine torque map but by the governor characteristic and the zero torque line.

Data Length: 2 bytes

Resolution: 0.125 rpm per bit
Data Range: 0 to 8,031.875 rpm

Allison H 40/50 EP Implementation: This parameter is used for Allison H 40/50 EP system software
operational optimization.

7.20.12. REFERENCE ENGINE TORQUE [SPN 544]

SAE Excerpt: This parameter is the 100% reference value for all defined indicated engine torque
parameters. It is only defined once and doesn't change if a different engine torque map becomes valid.

Data Length: 2 bytes

Resolution: 1 Nm/bit gain, 0 Nm offset
Data Range: 0 to 64,255 Nm

Allison H 40/50 EP Implementation: This parameter is used to verify that the engine within the
propulsion system is using the same reference torque as the Allison H 40/50 EP system is assuming. If
this value is different from that which is expected, the Allison H 40/50 EP System will set a Fault Code to
indicate that an improper installation has been detected.

This message can also be requested by the Allison H 40/50 EP software (see section 6.7) at startup if it
has not yet been received to perform a compatibility check. If the software has been calibrated to perform
this compatibility comparison, the Allison H 40/50 EP calibrations for the engine will be invalid unless the
actual value received in this message matches the expected calibration value. This PGN will be
requested for 10 seconds at startup before timing out if no response is provided or the message hasn’t
already been received. A timeout during the compatibility check will result in an invalid status for the
engine compatibility check.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 145 of 171
7.21. PGN 65252 – SHUTDOWN: SHUTDN – FROM ENGINE
SAE Excerpt:
Broadcast Rate 1s
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 228
Default Priority 6
Parameter Group Number 65,252 (00FEE416)

Allison H 40/50 EP Implementation: This message is received from Source Address 0016 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

SHUTDN from Engine TO Rate PGN Source Destination

(8 byte message) 3s 1s FEE4 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine idle shutdown has shutdown engine 593 1.1 2 bits CY07 See section
Engine idle shutdown driver alert mode 594 1.3 2 bits
Engine idle shutdown timer override 592 1.5 2 bits
Engine idle shutdown timer state 590 1.7 2 bits
Undefined 2.1 6 bits
Engine idle shutdown timer function 591 2.7 2 bits
A/C high pressure fan switch 985 3.1 2 bits
Refrigerant low pressure switch 875 3.3 2 bits
Refrigerant high pressure switch 605 3.5 2 bits
Undefined 3.7 2 bits
Engine wait to start lamp 1081 4.1 2 bits CY03 See section
Undefined 4.3 6 bits
Engine protection system has shutdown engine 1110 5.1 2 bits CY03 See section
Engine protection system approaching shutdown 1109 5.3 2 bits
Engine protection system timer override 1108 5.5 2 bits
Engine protection system timer state 1107 5.7 2 bits
Undefined 6.1 6 bits
Engine protection system configuration 1111 6.7 2 bits
Engine alarm acknowledge 2815 7.1 2 bits
Engine alarm output command status 2814 7.3 2 bits
Engine air shutoff command status 2813 7.5 2 bits
Engine overspeed test 2812 7.7 2 bits
Engine air shutoff status 3667 8.1 2 bits
PTO shutdown has shutdown engine 5404 8.3 2 bits
Coolant level engine protection shutdown status 5566 8.5 2 bits
Engine oil pressure switch 8159 8.7 2 bits

The engine shall start transmitting this message within one second following the transition of the engine
wakeup signal from OFF to ON.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 146 of 171
 7.21.1. ENGINE IDLE SHUTDOWN HAS SHUTDOWN ENGINE [SPN 593]
SAE Excerpt: Status signal which identifies whether or not the engine has been shut down by the idle
shutdown timer system.
002 No
012 Yes
102 Error
112 Not available

Allison H 40/50 EP Implementation: The engine is required to transmit the ‘Engine idle shutdown has
shutdown engine’ parameter within the ‘Shutdown; message (PGN 65252) as a response to an internal
idle timeout condition. When the ‘Engine idle shutdown has shutdown engine’ parameter has a value of
‘Yes’, the Allison H 40/50 EP system will log an engine fault code and shut down the engine when it is
safe to do so. Based on this, operation of the vehicle will be disabled. Furthermore, this engine
response is unexpected and should only occur as a result of an improperly programmed engine
controller. For any other received value, the Allison H 40/50 EP system will assume the engine is
functioning normally.

7.21.2. ENGINE WAIT TO START LAMP [SPN 1081]

SAE Excerpt: Lamp signal which indicates that the engine is too cold to start and the operator should
wait until the signal becomes inactive (turns off).

002 Off
012 On
102 Error
112 Not available

Allison H 40/50 EP Implementation: The system will not allow the operator of the vehicle to start the
engine when ‘On’ is received, where ‘On’ typically indicates that the engine cold start aid is active. No
other values for this parameter will prevent the engine from being started. However, other factors within
the Allison H 40/50 EP system other than this parameter may prevent engine start. If this parameter is
‘On’ for an unreasonable amount of time as supported by other information such as engine coolant
temperature and engine intake manifold temperature or simply a fixed value calibration of time, the
system controller may disregard this parameter and allow the vehicle operator to attempt to start the
engine.

It is desired that this parameter be initialized to ‘On’ and that ‘Off’ not be transmitted on the first messages
after engine controller wakeup if the engine will transition this parameter from ‘Off’ to ‘On’ to initiate the
cold start aid function. This undesirable initial transmission of ‘Off’ may cause the Allison H 40/50 EP
system to ignore the engine’s request for wait to start.

7.21.3. ENGINE PROTECTION SYSTEM HAS SHUTDOWN ENGINE [SPN 1110]

SAE Excerpt: Status signal which indicates whether or not the engine protection system has shut down
the engine.

002 No
012 Yes
102 Error
112 Not available

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 147 of 171
Allison H 40/50 EP Implementation: The engine is required to transmit the ‘Engine protection system
has shutdown engine’ parameter within the ‘Shutdown’ message (PGN 65252) when the engine detects a
condition for which it shall be immediately shut down. When the ‘Engine protection system has shutdown
engine’ parameter has a value of ‘Yes’, the Allison H 40/50 EP system will activate a fault code and shut
down the engine. Based on this, operation of the vehicle will be disabled. For any other received value,
the Allison H 40/50 EP system will assume the engine is functioning normally.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 148 of 171
7.22. PGN 65259 – COMPONENT IDENTIFICATION: CI – FROM ENGINE ON
REQUEST
SAE Excerpt:
Broadcast Rate On request
Data Length Variable
Extended Data Page: 0
Data Page 0
PDU Format 254
PDU Specific 235
Default Priority 6
Parameter Group Number 65,259 (00FEEB16)

NOTE - The make, model, serial number and unit number fields in this message are optional and
separated by an ASCII “*”. It is not necessary to include all fields; however, the delimiter (“*”) is always
required.

Field:
a Make
Delimiter (ASCII “*”)
b Model
Delimiter (ASCII “*”)
c Serial number
Delimiter (ASCII “*”)
d Unit number (Power unit)
Delimiter (ASCII “*”)

These examples are permitted uses:

aaaaa*b...b*c...c*d...d*
*b...b***
*b...b**d...d*

Allison H 40/50 EP Implementation: This message is expected to be sent by Source Address 00 16

(Engine #1) in response to a request for the PGN from the 03 16 (Transmission #1) at startup for the
purpose of identification by the Allison H 40/50 EP software (for more information, refer to section 6.7 of
this document). This message received from any other source address will be ignored. Due to the size of
the message, the Allison H 40/50 EP system expects to receive the message using the TP.CM_BAM
delivery method (see section 7.7 of this document). The following table shows in bold font the parameters
within this message that are supported by the Allison H 40/50 EP system. Subsequent subparagraphs
within this section provide more detail for each of the supported parameters and the respective Allison H
40/50 EP Implementation. Unsupported and undefined parameters in the table below will be ignored upon
reception.

CI from Engine on Request TO Rate PGN Source Destination

(variable, up to 610 byte message, max 140 byte limit for Allison 10 s OR FEEB 00 NA
H 40/50 EP)

Message Layout: Parameters SPN Offset Length SORP Notation

*
Make 586 a 5 bytes CY03 See section
*
Model 587 b 200 bytes CY03 See section
*
Serial Number 588 c 200 bytes
*
Software identification 233 d 200 bytes

If this message is requested during the compatibility system check at initialization, it indicates this is a
required system validation of the engine and the Allison H 40/50 EP system shall receive a response.
There are calibrations values for each expected significant byte in the actual message received for
comparison. Compatibility is granted only if each actual byte of the message matches the corresponding
expected calibration byte value. The size of the input buffer for this PGN is 140 bytes; any bytes in the
message beyond that limit are discarded; only the first 140 bytes of the message can be used for the

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 149 of 171
compatibility check by the Allison H40/50 EP software. It is expected that the full make and model can be
expressed within those bytes. The PGN will be requested for 10 seconds at startup before timing out if no
response is provided. A timeout during the compatibility check will result in an invalid status for the engine
compatibility check.

7.22.1. MAKE [SPN 586]

SAE Excerpt: Make of the component corresponding to the codes defined in the American Trucking
Association Vehicle Maintenance Reporting Standard (ATA/VMRS).

Data Length: Variable - up to 5 bytes followed by an "*" delimiter)

Resolution: ASCII, 0 offset
Data Range: 0 to 255 per byte

Allison H 40/50 EP Implementation: If this message is requested, the actual make, or a substring within,
from the response is expected to match corresponding expected calibrations for the engine to be
considered compatible by the Allison H 40/50 EP system at startup.

7.22.2. MODEL [SPN 587]

SAE Excerpt: Model of the component. NOTE – The ASCII character “*” is reserved as a delimiter.

Data Length: Variable - up to 200 characters ("*" delimited)

Resolution: ASCII, 0 offset
Data Range: 0 to 255 per byte

Allison H 40/50 EP Implementation: If this message is requested, the actual model, or a substring
within, from the response is expected to match corresponding expected calibrations for the engine to be
considered compatible by the Allison H 40/50 EP system at startup.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 150 of 171
7.23. PGN 65261 – CRUISE CONTROL/VEHICLE SPEED SETUP: CCSS

SAE Excerpt:
Broadcast Rate On request
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 237
Default Priority 6
Parameter Group Number 65,261 (00FEED16)

Allison H 40/50 EP Implementation: This message is received from Source Address 00 16 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

CCSS TO Rate PGN Source Destination

(8 byte message) 5s OR FEED 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Maximum Vehicle Speed Limit 74 1 1 byte CY10 See section
Cruise Control High Set Limit Speed 87 2 1 byte
Cruise Control Low Set Limit Speed 88 3 1 byte
Maximum Vehicle Speed Limit (High Resolution) 6808 4-5 2 bytes
Undefined 6-8 3 bytes

7.23.1. MAXIMUM VEHICLE SPEED LIMIT [SPN 74]

SAE Excerpt: Maximum vehicle velocity allowed.
Data Length: 1 byte
Resolution: 1km/h/bit, 0 offset
Data Range: 0 to +250 km/h
Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP system to detect
if the engine is limiting vehicle speed for aftertreatment inducement as required by the engine
manufacturer.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 151 of 171
7.24. PGN 65262 – ENGINE TEMPERATURE 1: ET1
SAE Excerpt:
Broadcast Rate 1s
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 238
Default Priority 6
Parameter Group Number: 65,262 (00FEEE16)

Allison H 40/50 EP Implementation: This message is received from Source Address 0016 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

ET1 TO Rate PGN Source Destination

(8 byte message) 3s 1s FEEE 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine coolant temperature 110 1 1 byte CY03 See section
Engine fuel 1 temperature 1 174 2 1 byte
Engine oil temperature 1 175 3-4 2 bytes
Engine turbocharger oil temperature 176 5-6 2 bytes
Engine intercooler temperature 52 7 1 byte
Engine charge air cooler thermostat opening 1134 8 1 byte

7.24.1. ENGINE COOLANT TEMPERATURE [SPN 110]

SAE Excerpt: Temperature of liquid found in the engine cooling system.

Data Length: 1 byte

Resolution: 1° C/bit, -40° C offset
Data Range: -40° to 210° C

Allison H 40/50 EP Implementation: This parameter is used for:

1) Improvement of engine stability and warm-up of the powertrain during cold operating conditions.
2) Avoidance of over-temperature conditions during hot operating conditions.
3) A data collection tool to aid in service troubleshooting.

Accuracy Requirements for the engine coolant temperature: +/- 10°F or better; time constant less than or
equal to 5 seconds.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 152 of 171
7.25. PGN 65265 – CRUISE CONTROL/VEHICLE SPEED 1: CCVS1
SAE Excerpt:
Broadcast Rate 100 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 241
Default Priority 6
Parameter Group Number: 65,265 (00FEF116)

Allison H 40/50 EP Implementation: This message is received from a specific source address that is
calibrated within the TCM (application dependent). This message received from any other source address
other than the calibrated value will be ignored. The following table shows in bold font the parameters
within this message that are supported by the Allison H 40/50 EP system. Subsequent subparagraphs
within this section provide more detail for each of the supported parameters and the respective Allison H
40/50 EP Implementation. Unsupported and undefined parameters in the table below will be ignored upon
reception.

CCVS1 TO Rate PGN Source Destination

(8 byte message) 300 ms 100 ms FEF1 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Two Speed Axle Switch 69 1.1 2 bits
Parking Brake Switch 70 1.3 2 bits CY12 Per J1939
Cruise Control Pause Switch 1633 1.5 2 bits
Park Brake Release Inhibit Request 3807 1.7 2 bits
Wheel-Based Vehicle Speed 84 2-3 2 bytes
Cruise Control Active 595 4.1 2 bits
Cruise Control Enable Switch 596 4.3 2 bits
Brake Switch 597 4.5 2 bits
Clutch Switch 598 4.7 2 bits
Cruise Control Set Switch 599 5.1 2 bits
Cruise Control Coast (Decelerate) Switch 600 5.3 2 bits
Cruise Control Resume Switch 601 5.5 2 bits
Cruise Control Accelerate Switch 602 5.7 2 bits
Cruise Control Set Speed 86 6 1 byte
PTO Governor State 976 7.1 5 bits
Cruise Control States 527 7.6 3 bits
Engine Idle Increment Switch 968 8.1 2 bits
Engine Idle Decrement Switch 967 8.3 2 bits
Engine Test Mode Switch 966 8.5 2 bits
Engine Shutdown Override Switch 1237 8.7 2 bits

7.25.1. Parking Brake Switch [SPN 70]

SAE Excerpt: Switch signal which indicates when the parking brake is set. In general the switch
actuated by the operator's park brake control, whether a pedal, lever or other control mechanism. (See
also SPN 619 and 5275).

Data Length: 2 bits

Resolution: 4 states/2 bit, 0 offset
Data Range: 0 to 3

Allison H 40/50 EP Implementation: This parameter is used to indicate that the parking brake has been
engaged by the operator. This signal enables/disables certain features within the Transmission. The
source address of this message is calibrated within the Allison H 40/50 EP system for specific application
requirements.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 153 of 171
7.26. PGN 65266 – FUEL ECONOMY (LIQUID): LFE1
SAE Excerpt:
Broadcast Rate 100 ms
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 242
Default Priority 6
Parameter Group Number: 65,266 (00FEF216)

Allison H 40/50 EP Implementation: This message is received from Source Address 0016 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

LFE1 TO Rate PGN Source Destination

(8 byte message) 300 ms 100 ms FEF2 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine fuel rate 183 1-2 2 bytes CY03 Engr use
Engine instantaneous fuel economy 184 3-4 2 bytes
Engine average fuel economy 185 5-6 2 bytes
Engine throttle valve 1 position 51 7 1 byte
Engine throttle valve 2 position 3673 8 1 byte

7.26.1. ENGINE FUEL RATE [SPN 183]

SAE Excerpt: Amount of fuel consumed by engine per unit of time.

Data Length: 2 bytes

-6
Resolution: 0.05 L/h per bit, 0 L/h offset [13.9 x 10 L/s per bit]
Data Range: 0 to +3,212.75 L/h

Allison H 40/50 EP Implementation: This parameter is used in fuel economy calculations during
engineering activities.

The accuracy of the parameters in this message shall be within +/- 10% of actual fuel rate.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 154 of 171
7.27. PGN 65269 – AMBIENT CONDITIONS: AMB
SAE Excerpt:
Broadcast Rate 1s
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 245
Default Priority 6
Parameter Group Number: 65,269 (00FEF516)

Allison H 40/50 EP Implementation: This message is received from Source Address 00 16 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

AMB TO Rate PGN Source Destination

(8 byte message) 3s 1s FEF5 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Barometric Pressure 108 1 1 byte CY11 See section
Cab Interior Temperature 170 2-3 2 bytes
Ambient Air Temperature 171 4-5 2 bytes CY11 See section
Engine Air Intake Temperature 172 6 1 byte
Road Surface Temperature 79 7-8 2 bytes

7.27.1. BAROMETRIC PRESSURE [SPN 108]

SAE Excerpt: Absolute air pressure of the atmosphere.

Data Length: 1 byte

Resolution: 0.5 kPa/bit, 0 offset
Data Range: 0 to 125 kPa

Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP system to
determine the appropriate fault sensitivity for changes in air density due to vehicle altitude.

7.27.2. AMBIENT AIR TEMPERATURE [SPN 171]

SAE Excerpt: Temperature of air surrounding vehicle.

Data Length: 2 bytes

Resolution: 0.03125 °C/bit, -273 °C offset
Data Range: -273 to 1734.96875 °C

Allison H 40/50 EP Implementation: This parameter is used by the Allison H 40/50 EP system to
determine the appropriate fault sensitivity for changes in air density due to vehicle altitude.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 155 of 171
7.28. PGN 65270 – INLET/EXHAUST CONDITIONS 1: IC1
SAE Excerpt:
Broadcast Rate 0.5 s
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 254
PDU Specific 246
Default Priority 6
Parameter Group Number: 65,270 (00FEF616)

Allison H 40/50 EP Implementation: This message is received from Source Address 0016 (Engine #1)
only. This message received from any other source address will be ignored. The following table shows in
bold font the parameters within this message that are supported by the Allison H 40/50 EP system.
Subsequent subparagraphs within this section provide more detail for each of the supported parameters
and the respective Allison H 40/50 EP Implementation. Unsupported and undefined parameters in the
table below will be ignored upon reception.

IC1 TO Rate PGN Source Destination

(8 byte message) 1.5 s 500 ms FEF6 00 NA
Message Layout: Parameters SPN Offset Length SORP Notation
Engine aftertreatment 1 diesel particulate filter inlet
81 1 1 byte
pressure
Engine intake manifold #1 pressure 102 2 1 byte CY03 See section
Engine intake manifold 1 temperature 105 3 1 byte CY03 Engr use
Engine air inlet pressure 106 4 1 byte
Engine air filter 1 differential pressure 107 5 1 byte
Engine exhaust temperature 173 6-7 2 bytes
Engine coolant filter differential pressure 112 8 1 byte

Information in this message is used to optimize engine emissions, by the data collection tools for service
troubleshooting and engineering evaluation of engine performance.

Discrepancy with SAE Recommended Practice: This message is desired to be received at a 40 ms

rate in order to be useful to the Allison H 40/50 EP optimization algorithms. Allison Transmission realizes
that this rate is not per the SAE J1939 recommended rate of 500 ms for this message. However, the SAE
recommended rate is not sufficient for the optimization algorithms.

7.28.1. ENGINE INTAKE MANIFOLD #1 PRESSURE [SPN 102]

SAE Excerpt: The gage pressure measurement of the air intake manifold. If there are multiple air
pressure sensors in the intake stream, this is the last one in flow direction before entering the combustion
chamber. This should be the pressure used to drive gauges and displays.

Data Length: 1 byte

Resolution: 2 kPa/bit, 0 kPa offset
Data Range: 0 to +500 kPa [0 to 72.5 psi]

Allison H 40/50 EP Implementation: This parameter is used in the estimate of the instantaneous engine
torque limit for optimization of engine emissions during transient conditions.

Accuracy requirements for the ‘Engine intake manifold #1 pressure’ parameter shall be: resolution of +/- 2
KPa or better; time constant of less than 0.5 seconds or better.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 156 of 171
 7.28.2. ENGINE INTAKE MANIFOLD 1 TEMPERATURE [SPN 105]
SAE Excerpt: Temperature of pre-combustion air found in intake manifold of engine air supply system.

Data Length: 1 byte

Resolution: 1 °C/bit, -40 °C offset
Data Range: -40 to +210 °C [-40° to +410° F]

Allison H 40/50 EP Implementation: This parameter is used by data collection tools for service
troubleshooting and for engineering evaluation of engine performance.

Accuracy requirements for this parameter shall be: resolution of +/- 10°F or better; time constant of less
than or equal to 5 seconds.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 157 of 171
7.29. PGN 65494 – CONVERTER INTERFACE VOLTAGES AND CURRENTS:
PROPB_CIVC
Allison Definition of Proprietary B Message:
Broadcast Rate 1s
Data Length 8 bytes
Extended Data Page 0
Data Page 0
PDU Format 255
PDU Specific 214
Default Priority 6
Parameter Group Number: 65,494 (00FFD616)

Allison H 40/50 EP Implementation: This message is received from Source Address 1A16
(Alternator/Electrical Charging System) only. This message received from any other source address will
be ignored. The following table shows in bold font the parameters within this message that are supported
by the Allison H 40/50 EP system. Subsequent subparagraphs within this section provide more detail for
each of the supported parameters and the respective Allison H 40/50 EP Implementation. Unsupported
and undefined parameters in the table below will be ignored upon reception.

PropB_CIVC TO Rate PGN Source Destination

(8 byte message) 3s 1s FFD6 1A NA
Message Layout: Parameters SPN Offset Length SORP Notation
Converter DC Input Potential NA 1-2 2 bytes CY2011
Converter DC Output Potential NA 3-4 2 bytes
Converter DC Output Current NA 5-6 2 bytes
Converter DC Input Current NA 7-8 2 bytes CY2011

The Allison Electric Drive System receives the voltage and current consumed by the DC-to-DC converter.
Electric power produced by the system is increased as required by the real time DC-to-DC load.

This PGN is in the Proprietary B range. Its content is not defined by SAE J1939.

7.29.1. CONVERTER DC INPUT POTENTIAL [SPN NA]

SAE Excerpt: This parameter is proprietary and is not defined by SAE J1939.

Data Length: 2 bytes

Resolution: 0.05 V/bit, 0 V offset
Data Range: 0 to +3,212.75 V
Parameter Specific Indicator FB0016: Data temporarily not available during normal system operation

Allison H 40/50 EP Implementation: This parameter is used in conjunction with Converter DC Input
Current to determine the electrical load imposed by the DC-to-DC converter and to apply proper
compensation strategies.

7.29.2. CONVERTER DC INPUT CURRENT [SPN NA]

SAE Excerpt: This parameter is proprietary and is not defined by SAE J1939.

Data Length: 2 bytes

Resolution: 0.05 A/bit, -1,600 A offset
Data Range: -1,600 to +1,612.75 A
Parameter Specific Indicator FB0016: Data temporarily not available during normal system operation

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 158 of 171
Allison H 40/50 EP Implementation: This parameter is used in conjunction with Converter DC Input
Potential to determine the electrical load imposed by the DC-to-DC converter and to apply proper
compensation strategies.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 159 of 171
8.0 POTENTIAL FUTURE MESSAGE & PARAMETER
SUPPORT
The messages and parameters within this section are currently not supported or required by the Allison H
40/50 EP system, but may be soon. The information listed in this section falls into one of two categories:

Messages and/or parameters already established by the SAE committee and found in current J1939
publications – but not supported by Allison at this point in time.

Recently approved SAE committee developments that are not yet found in any published version of the
J1939 documentation – but Allison will use in upcoming software releases.

Note that the latter group has been approved by the SAE J1939 Subcommittee, which means they will be
published in a future revision of the J1939 Recommended Practice. While it is unlikely that any of the
message or parameter formatting will change, there is a possibility that the text descriptions and
implementation suggestions may be revised during the SAE balloting process prior to official publication.

The information is provided here as a “heads-up” to J1939 device manufacturers so they are aware of
Allison’s future data link plans. Please contact your Allison Application Engineer for further information.

1) Considering modifying the Allison Implementation/Interpretation of the TSC1 message from the
ABS controller to the driveline retarder so that the Requested Torque parameter would be
interpreted as a continuous signal to modulate instead of the present on/off implementation.
(Note, presently the WABCO ABS controller only supports the on/off implementation).

2) Considering eliminating the backup strategy for the loss of the ERC1 message via use of the
EEC1 message parameter ‘Engine Retarder Torque Mode’. Presently, an implementation specific
to a single engine manufacturer exists, where ‘Braking System’ is transmitted when the engine
retarder is applied. All engine manufacturers do not agree on the interpretation of this parameter.
This proposal is to modify the Allison H 40/50 EP system to inhibit use of the engine retarder
when the ERC1 message is unavailable as opposed to the present backup strategy of relying on
the EEC1 message. Note that it is a remote failure condition that the ERC1 message would be
unavailable when the EEC1 message would be available.

3) Considering use of the Retarder Configuration message so that engine retarder degradation
conditions may be incorporated in to the optimization algorithms.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 160 of 171
9.0 NETWORK MANAGEMENT SUPPORT
The H 40/50 EP system is currently not capable of supporting the J1939-81 Network Management
protocol.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 161 of 171
10.0 PROPRIETARY MESSAGES
The Allison H 40/50 EP system uses a number of proprietary messages during operation that are not
listed within this document due to their confidential nature. These proprietary messages are used to
accomplish the following functionality within the system during operation:

1) Real-time control
2) Service tool support
3) Engineering tool support

The following controller source addresses are reserved by Allison H 40/50 EP and shall not be used by
any other CAN controller on the vehicle public CAN network:

Address SAE J1939 Global Source Address Name

0316 Transmission #1
0416 Transmission #2
0616 Shift Console - Secondary
4116 Retarder, Exhaust, Engine #1
5A16 Powertrain Control Module
7D16
7E16
7F16
EF16
F016
F316
F516
F716
F816
F916
FA16
FC16

If more information regarding these messages is required, contact Allison Applications Engineering.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 162 of 171
11.0 J1939 HARDWARE
Will be added at a later date. Note that there are multiple Allison H 40/50 EP system components
connected to the J1939 communication link during normal operation.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 163 of 171
12.0 ACRONYMS AND ABBREVIATIONS
ABS Anti-Lock Brake System
AETC Advertised Engine Torque Curve message – SAE J1939 PGN 64912
AP Accelerator Pedal
ASCII American Standard Code for Information Interchange
ASR Anti-Slip Reduction
ATS Automatic Traction Control
BAM Broadcast Announce Message (may be contained within other abbreviations, i.e. TP.CM_BAM)
CAN Controller Area Network
CCVS Cruise Control - Vehicle Speed message
CI Component Identification message
CM1 Cab Message 1 message – SAE J1939 PGN 57344
CTS Clear to Send (a transport protocol connection method not supported by Allison H 40/50 EP)
D Drive
DA Destination Address
DDT Driver’s Demand – Percent Torque
DM1 Diagnostic Message 1 (to report all active diagnostic trouble codes) – SAE J1939 PGN 65226
DPFC1 Diesel Particulate Filter Control 1 message (formerly PTC1) – SAE J1939 PGN 64892
DRC Driveline Retarder Controller
DTC Diagnostic Trouble Code(s)
EBC1 Electronic Brake Controller #1 message – SAE J1939 PGN 61441
EC1 Engine Configuration 1 message – SAE J1939 PGN 65251
ECU Electronic Control Unit
EDT Engine Demand – Percent Torque
EEC1 Electronic Engine Controller #1 message – SAE J1939 PGN 61444
EEC2 Electronic Engine Controller #2 message – SAE J1939 PGN 61443
EEC3 Electronic Engine Controller #3 message – SAE J1939 PGN 65247
EM Engineering Memorandum
ERC1 Electronic Retarder Controller #1 message – SAE J1939 PGN 61440ET1 Engine
Temperature 1 message – SAE J1939 PGN 65262
ETC1 Electronic Transmission Controller #1 message – SAE J1939 PGN 61442
ETC2 Electronic Transmission Controller #2 message – SAE J1939 PGN 61445
ETC7 Electronic Transmission Controller #7 message – SAE J1939 PGN 65098
FD1 Fan Drive message – SAE J1939 PGN 65213
FDC Fan Drive Controller
FMI Failure Mode Identifier – SAE J1939 SPN 1215
GE Group Extension
HSS1 Hybrid System Status 1 – SAE J1939 PGN 64706
HSS2 Hybrid System Status 2 – SAE J1939 PGN 64695
HVES1D1 High Voltage Energy Storage 1 Data #1 – SAE J1939 PGN 61584
IC1 Inlet/Exhaust Conditions 1 message – SAE J1939 PGN 65270
LFE1 Fuel Economy (Liquids) message – SAE J1939 PGN 65266
LSB Least Significant Byte
ms millisecond(s)
MSB Most Significant Byte
N Neutral
NA Not available
OEM Original Equipment Manufacturer
P Park
PDU Protocol Data Unit
PF PDU Format
PGN Parameter Group Number
PID Parameter Identifier
PS PDU Specific
R Reverse
RELS Reduced Engine Load at Stop
RMR Retarder Modulation Request

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 164 of 171
RQST Request message – SAE J1939 PGN 59904
RTS Request to Send (a transport protocol connection method not supported by Allison H 40/50 EP)
s second(s)
SA Source Address
SAE Society of Automotive Engineers
SCP Shift Console Primary controller
SCR Selective Catalytic Reduction
SEM Shift Energy Management
SPN Suspect Parameter Number
SOFT Software Identification message – SAE J1939 PGN 65242
TC Torque Converter
TC1 Transmission Control #1 message – SAE J1939 PGN 256
TCM Transmission Control Module
TP.CM Transport Protocol – Connection Management – SAE J1939 PGN 60416
TP.DT Transport Protocol – Data Transfer – SAE J1939 PGN 60160
TRF1 Transmission Fluids 1 message – SAE J1939 PGN 65272
TSC1 Torque/Speed Control #1 message – SAE J1939 PGN 0

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 165 of 171
13.0 CHANGE HISTORY
11-01-01
 Formed Initial Document, Todd Steinmetz
 Added Shutdown transmit Message to Document, Todd Steinmetz
 Added ETC1 transmit Message to Document, Todd Steinmetz
 Added DM1 transmit Message to Document, Todd Steinmetz

02-11-02
 Corrected Error in Summary of DM1 Messages Broadcast, Hybrid Transmission Over-
temperature, Bytes 3,4 where the order of these bytes was shown as incorrect, Todd Steinmetz
 Corrected Error in Byte 1 of All Clear DM1 Message Broadcast to contain 1’s for unsupported
lamp codes and 0’s for supported lamp codes (0016 to C316) , Todd Steinmetz
 Removed DM1 broadcast of 5 consecutive all clear messages at power up, Todd Steinmetz
 Added statement that in the absence of a broadcast DM1 message, but in the presence of a
heartbeat message the receiving controller must assume that no fault indication is active, Todd
Steinmetz
 Added statement that in the absence of a heartbeat message the receiving controller should
indicate a fault to the vehicle operator (within the DM1 section) of this document, Todd Steinmetz
 Added EEC1 receive Message to Document, Todd Steinmetz/Tim Tao
 Added EEC2 receive Message to Document, Todd Steinmetz/Tim Tao
 ADDED EEC3 RECEIVE MESSAGE TO DOCUMENT, TODD STEINMETZ/TIM TAO
 Added ETC2 transmit Message to Document, Todd Steinmetz
 Added EBC1 receive Message to Document, Todd Steinmetz/Tim Tao
 Added ERC1 receive Message to Document, Todd Steinmetz/Tim Tao
 Added TSC1 to Engine Controller transmit Message to Document, Todd Steinmetz/Tim Tao
 Added TSC1 to Exhaust Brake Controller transmit Message to Document, Todd Steinmetz/Tim
Tao
 Added TSC1 from ASR Controller receive Message to Document, Todd Steinmetz/Tim Tao
 Added TSC1 from ABS Controller receive Message to Document, Todd Steinmetz/Tim Tao
 Added Transmission Fluids transmit Message to Document, Todd Steinmetz
 Added Shutdown receive Message to Document, Todd Steinmetz/Tim Tao
 Added Engine Temperature receive Message to Document, Todd Steinmetz/Tim Tao
 Added Fuel Economy receive Message to Document, Todd Steinmetz/Tim Tao
 Added Cruise Control/Vehicle Speed receive Message to Document, Todd Steinmetz
 Added Engine Configuration receive Message to Document, Todd Steinmetz/Tim Tao
 Added Retarder Configuration receive Message to Document, Todd Steinmetz/Tim Tao
 Added DM1 from Engine receive Message to Document, Todd Steinmetz/Tim Tao
 Modified formatting of messages supported by placing a table in each section as opposed to text
and then adding a link for a summary table near the beginning of the document, Todd Steinmetz
 Changed message order to be in order of PGN number, Todd Steinmetz
 In general, major re-organization of document, Todd Steinmetz

03-05-02
 Replaced TBD with a value in the expected rate field of the table for the message definition of the
TSC1 from ASR controller, Todd Steinmetz
 Improved writing to clarify PGN information in TP.DT and TP.CM_BAM tables, Todd Steinmetz
 Added Inlet/Exhaust Conditions receive Message to Document, Todd Steinmetz/Tim Tao
 Completed missing parameters in Engine Configuration message, Todd Steinmetz
 Completed missing parameters in Retarder Configuration message, Todd Steinmetz

08-15-03
 Added Component Identification message and Software Identification message for real-time
engine compatibility check algorithm, Tim Tao
 Merged J1939 requirements for engine from the engine compatibility requirement document into
this document, Tim Tao

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 166 of 171
  Updated the entire scope of this document according to the 100% software build after the hot
weather trip, Tim Tao

11-17-03
 Reviewed and marked up edits performed by Tim Tao on 08-15-03, Todd Steinmetz
 Reviewed entire document and reworked all items to correlate to the 100% software release for
CY2004, Todd Steinmetz
 Verified Deletion of Transmit DM1 message and corresponding Transport Protocol BAM message
by Tao, Todd Steinmetz
 Verified addition of ERC1 message transmit by Tao, Todd Steinmetz
 Verified addition of EEC2 message transmit by Tao, Todd Steinmetz
 Reworded ‘Selected Gear’ and ‘Current Gear’ parameters to not imply braking level, Todd
Steinmetz
 Deleted support for the Transmission Oil Level parameter from the Transmission Fluids message,
Todd Steinmetz
 Deleted support for the Retarder enable – brake assist switch from the received ERC1 message,
Todd Steinmetz
 Deleted the EEC2 receive message, Todd Steinmetz
 Verified deletion of the Cruise Control/Vehicle Speed message by Tao, Todd Steinmetz
 Verified deletion of the Instantaneous fuel economy and Average fuel economy parameters from
the Fuel Economy message by Tao, Todd Steinmetz
 Deleted the Component Identification message, Todd Steinmetz
 Deleted the Software Identification message, Todd Steinmetz
 Deleted Retarder Configuration message, Todd Steinmetz
 De-Scoped the Engine Configuration message to show only the parameters used, Todd
Steinmetz
 Added future plans text to section 8.0
 Added proprietary message text to section 10.0
 Since all systems delivered prior to this release will be upgraded, multiple revisions/versions of
this document are not required to be maintained, Todd Steinmetz
 Added section for editors checklist

12-15-03
 Corrected date in footer
 Added footer date check to editor’s checklist

02-11-04
 Updated date in footer
 Updated table in Sec 6.2 to replace words ‘exhaust brake’ with ‘engine retarder’
 Sec 7.1, 7.4, 7.8 tables modified from ‘DA=00d’ to ‘DA=0d’ for clarity and consistency, also table
in section 3 updated
 Sec 7.3 table expected rate modified to include values for rates, also table in section 3 updated
 Sec 7.4, divided table into two tables to eliminate confusion, also table in section 3 updated
 Sec 7.6, updated expected rate to n/a ms since message used only by service tool, also table in
section 3 updated
 Sec 7.13, added ‘Timeout at n/a ms’ to table, also table in section 3 updated
 Updated grammar in Sec 4.1, 4.5, 6.1.1
 Updated section 13 for editors to reflect that links between messages within the document and
the summary table at the beginning of the document cannot be maintained as the links remain
connected to the previous version of the document. Therefore, manual maintenance of section 3
is required.

03-02-04
 Modified title and subtitle
 Modified title of Section 8.0
 Modified numbered list items within Section 8.0 to use the word “considering”
 Modified title of Section 11.0

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 167 of 171
  Modified title capitalization of section title 7.13
 Corrected last line of 7.6.1 and title of 7.6.2 which were inadvertently combined
 Deleted what used to be section 13.0 Editors Checklist and made a new document comprised of
that section, including modification on title page
 Deleted ATD acronym from section 12

04-14-04
 Modified TSC1 to Engine Retarder Tables in section 6.2 and section 3.1 to indicate Requested
speed/Speed limit parameter is not supported and Deleted the corresponding Section 6.2.4
Requested Speed/Speed Limit for the same parameter which is not supported.
 Modified section 6.2.4 Requested Torque/Torque Limit parameter of TSC1 to engine retarder
section to indicate that –99% is transmitted when the retarder is requested on as opposed to the
previously stated –90%

06-02-04
 Added Bytes 7 and 8 to Transmission Fluids Broadcast table in section 6.8 and in section 3.1 and
added sections 6.8.2, 6.8.3, and 6.8.4 to describe the new corresponding parameters.

10-06-04
 Removed the discrepancy notes with regard to the transmission of the Torque/Speed Control #1
messages to the Engine (Section 6.1) and Engine Retarder (Section 6.2); the TSC1 now follows
the standard of halting transmission while the override control mode is set to disabled. Added 3
new fields to the end of the Engine Configuration (Section 7.10).
 NOTE: The format of the J1939 documentation has changed such that the SAE J1939-71
Reference is no longer valid. Instead, the document format is arranged by PGN. Therefore any
reference to the J1939-71 documentation should use the PGN as a cross check.

04-19-06
 Added text to the TSC1 to Engine/Retarder sections (6.1 and 6.2) to describe Allison’s
functionality when the rear engine start switch is enabled.
 Removed bullet #1 from section 8.0 – Implemented in MY06 software
 Removed bullet #4 from section 8.0 – Implemented in MY06 software
 Removed bullet #7 from section 8.0 – Implemented in MY06 software
 Removed bullet #8 from section 8.0 – Implemented in MY06 software
 Global replace of “PCCS” with “TCM Reflash” – Allison programming tool name change.

08-17-06
 The working SAE J1939-21/71versions numbers were updated to reflect the versions used to
update the data reference in the following bullet.
 Added new receive message, PTC1 – Particulate Trap Control 1. The text/table description was
inserted into section 7.8. All subsequent sections were renumbered.

09-22-06
 Added the Allison broadcast DM1 specification section (6.7) and supporting documentation.

12-19-06
 Added section: 10 – Proprietary Messages. This section lists all controller source addresses
P
within the Allison E system. The controller source addresses are to be shared with OEMs to
make sure the OEM does not duplicate source addresses that could lead to CAN message
collisions.
 Updated revision date in footer.

02-22-07
 Added the Allison broadcast CM1 specification section.
 Added the Allison broadcast EBC1 specification section.
 Added the specification section for the Allison reception of the EEC2.
 Added the specification section for the Allison reception of the PTC1.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 168 of 171
  Added input handling of the “Idle Shutdown has shutdown engine” to the Shutdown from Engine
specification section.
 Updated various formatting for consistency.
 Updated the date in the footer of the document to reflect a new release.

03-20-09
 Updated the date in the footer of the document to reflect a new release.
 Updated the revision dates of the J1939 documents in the “Applicable Documents” section (2).
 Fixed the links to the parameter tables used in section 3 to correctly reference the parent tables
maintained in sections 6 & 7; now the tables can be updated in the appropriate section (6/7) and
the updates can be applied automatically to the links in section 3.
 Moved all “Editor’s Notes” into the Allison_HED_SAE_J1939_Editors_Checklist.docx document
and added a comment to the first page of this document to refer to the checklist and editor’s
notes within.
 Updated the format of the message parameter tables to indicate the calendar year of each
supported parameter and the suspect parameter number (SPN) of each parameter. The overall
format was re-designed to optimize the layout of the table and the data conveyed by the table in
an attempt to make better use of the space and information conveyed. All bits in the message are
now accounted for and those parameters supported are emphasized with a bold font while
unsupported parameters or undefined bits are de-emphasized by a lighter font.
 Added the SPN [enclosed within brackets] at the end of the descriptive text section of each
supported parameter in sections 6 & 7.
 Updated the parameter names in sections 6 & 7 to match the names used by the most current
J1939 documents.
 Updated the source address list in the “Proprietary Messages” section (10).
 Removed obsolete references to the retarder configuration message (RCM).
 Updated the “Acronyms and Abbreviations” section (12) to reflect the acronyms of new messages
and other omissions.
 Added CY07 parameter addition to the EEC3 message for parasitic losses.
 Added the “Message counter” parameter to the TSC1 messages transmitted from the
transmission for CY09.
 Added the “Requested percent fan speed” parameter to the CM1 message sent to the engine for
CY09.
 Added a new CM1 message to the fan drive controller for CY09.
 Added documentation for the Request message to the document (in the software since CY03)
 Added a new ETC7 broadcast message for CY09.
 Added flash lamp (status bit) parameters to the DM1 message broadcast by the transmission for
CY09.
 Added the SOFT broadcast message (on Request) from the transmission for CY09.
 Added the CI broadcast message (on Request) from the transmission for CY09.
 Added the TC1 receive message (from SCP to the transmission) for CY09.
 Added the reception of a global PGN Request message for CY09.
 Added the AETC message (on Request from engine) for CY09.
 Added two new FD messages for CY09, one from the engine and the other from the fan drive
controller.
 Modified the DM1 message parameter list received from the engine to exclude the DTC
parameters since they are not processed by the software for the engine; diagnostics rely
completely on the lamp status.
 Added the “Estimated engine parasitic losses – percent torque” parameter to the EEC3 message
for CY09.
 Added the new parameters accounting for the increase in size from 34 to 39 bytes in the EC1
message; the parameters are not processed by the hybrid software, but they are correctly
reflected in the table. All parameters should now match the nomenclature from the appropriate
J1939 documentation with this release.
 Added the CI message (on Request from the engine) to the document; it has been available by
calibration in the software since CY03.

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 169 of 171
  Since the document was created, the J1939 committee has defined what was a Reserved bit in
the message identification format as the Extended Data Page bit; this bit remains 0 for all the
PGNs in the document, but the SAE excerpt for each PGN was updated to reflect this change by
the committed to the standard documents.
 Removed section for the “Retarder enable – brake assist switch” from the ERC1 message sent
from the driveline retarder; the section indicated a constant value of 01 2 was always transmitted
by the 2 bit parameter. The software has never sent anything other than an unavailable status
(112) in this field, meaning it is not processed by the hybrid software.
 Changed the broadcast rate of the ETC1 message (from the transmission) from 10 ms to 40 ms;
this rate is a calibration, but 40 is selected for all applications.
 Updated the rate of the EEC2 message (transmitted by the transmission) from 40 to 50 ms to
correctly reflect the software implementation.

4-15-09
 Set the footer date for this update.
 Added parenthetical Fahrenheit range back to the Data Range of SPN 105 (Engine Intake
Manifold 1 Temperature) since the hybrid implementation refers specifically to degrees F in the
explanation of accuracy (see section 7.22.2).
 Removed the first 2 items in section 8 referring to the Component Id & Software Id; the
Component Id, though not yet in use as a compatibility check for the engine, should be employed
in the near future. The Software Id will not be used to identify the engine, so it has been removed
completely from the software.
 Add source address 04 back to the list of proprietary addresses used by the hybrid software in
section 10. This source address is no longer used by the software, but it remains listed for legacy
purposes.

1-27-11
 Revised document for JAN2011 software release
 Added new receive message Converter Interface Voltages and Currents (PropB_CIVC).
 Added information regarding DC-to-DC converter in section Specific Function or Feature
Requirements.

1-27-15
 Set the footer for this update
 Added a section for generic TSC1 reception to torque limit based on a message received from
several different controllers. This implements functionality to perform TSC1 torque limiting for
articulation joint protection.
 Added CCVS1 Parking Brake Switch as a parameter received by the transmission.
 Added F516 and F716 to the list of reserved source addresses.
 Revised description of how the system broadcasts SPN 970 Engine Auxiliary Shutdown Switch.
 Revised description of how the system broadcasts SPN 1482 Source Address of Controlling
Device for Transmission Control.
 Revised description of how the system broadcasts SPN 1480 Source Address of Controlling
Device for Retarder Control.
 Revised description of how the system broadcasts SPN 558 Accelerator Pedal 1 Low Idle Switch
 Revised description of how the system broadcasts SPN 91 Accelerator Pedal Position 1
 Added section for PGN 64706 HSS with SPN 6810 Hybrid System OBD Related DTC Status
 Updated parameters received in DM1
 Added section for PGN 34560 ESR with SPN 5793 Desired Engine Fueling State
 Added section for PGN 64712 EEC13 with SPNs 5794 Feedback Engine Fueling State, 5795
Engine Fueling Inhibit Allowed, and 5866 Engine Fueling Inhibit Prevented Reason.
 Added section for PGN 65261 CCSS with SPN 74 Maximum Vehicle Speed Limit
 Added SPN 5399 DPF Thermal Management Active and SPN 5400 SCR Thermal Management
Active to PGN 61443 EEC2
 Updated references under Applicable Documents

14 August 2015

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 170 of 171
  Corrected missing header in section containing PGN 61440 ERC1. This renumbers the sections
and subsections following that section.
 Corrected SPN number in header for ERC1 SPN 1480 (was mistakenly listed as 1482 which is for
ETC1).
 Added PGN 65269 – AMB (Ambient Conditions). This should have been added in a previous
release, but was missed.
 Corrected SPN number in subsection for CCSS SPN 74 (was mistakenly listed as 71).
 Added EBC5 (PGN 64964) and updated both the EEC13 (PGN 64712) message reception and
the EBC1 (PGN 61444) message broadcast in order to account for Engine Start-Stop operation.
 Updated acronyms and abbreviations section. Added Engine Start-Stop, SCR, and PGN/SPNs.
 Corrected minor changes to PGN names, SAE Excerpts, and SAE definitions throughout
document to keep up to date with SAE documents listed in reference section.
 Corrected spelling, grammar, and formatting errors throughout document

25 February 2016
 Added new revision date for SAE J1939-73 reference
 Added missing tables for EBC5 and AMB messages in Section 3.2
 Added clarification text in Sections 6.16.1, 6.16.2, 6.16.3, 6.16.5, 6.16.6, and 6.16.7 to indicate
allowable usage of DM1 SPNs

29 September 2016
 Added the HVES1D1 message (PGN 61584) for CY17.
 Added the HSS2 message (PGN 64695) for CY17.
 Updated acronyms and abbreviations section. Added HVES1D1 and HSS2 messages.

10 October 2016
 Updated the DM1 message (PGN 65226) to indicate that the message will only be transmitted
periodically at 1 second and not upon change for MY17 SW. While not specifically indicated,
previously this message did not broadcast when no faults were present. In addition, some minor
corrections to the SAE Excerpts were made to the lamp sub-sections. Clarified Section 6.18.4
MIL based on support for various years.
 Added note to HSS2 (PGN64695) table to indicate it was formerly known as VEP4.

12 October 2016
 Added DM19 Calibration Information (PGN 54016) message details to Section 6. This caused a
renumbering of many of Section 6 subsections.
 Clarified text for H4050 broadcast of DM1 (PGN 65226) for past and current versions.
 Clarified text for H4050 EEC2 (PGN 61443) accelerator pedal 1 low idle switch (SPN 558) and
pedal position 1 (SPN 91) to indicate operation for past and current versions.

2 November 2016
 Added clarification text to ETC2 (PGN 61445) Transmission Selected Gear (SPN 524) for reverse
warning implementation description. Updated Transmission Selected Gear table values to include
“Error”. Updated table titles in ETC2 section.
 Changed HSS (PGN 64706) message name to HSS1 per recent J1939 update.
 Added new parameters to SHUTDN (PGN 65252) per past J1939 update.
 Added new parameter to HSS2 (PGN 64695) per recent J1939 update.

15 December 2016
 Added clarification text to Hybrid System Engine Assist Status (SPN 7418) implementation.
 Added DM19 to BAM broadcast and Request reception information
 Added 5A16 and description to Source Address list
 Corrected Engine State Requests (PGN 34560) which incorrectly listed the message Source
Address
 General cleanup of missing parameters in various messages

Allison Hybrid Electric Drive SAE J1939 Communication – December 15, 2016 Page 171 of 171